EMSJNEERiNG  LIBRARY 


ENGINE  WORKS. 


"SCIENCE  OUGHT  TO  TEACH  US  TO  SEE 
THE  INVISIBLE  AS  WELL  AS  THE  VISIBLE  IN 
NATURE;  TO  PICTURE  TO  OUR  MIND'S  EYE 
THOSE  OPERATIONS  THAT  ENTIRELY  ELUDE 
THE  EYE  OF  THE  BODY;  TO  LOOK  AT  THE 
VERY  ATOMS  OP  MATTER,  IN  MOTION  AND 
IN  REST,  AND  TO  FOLLOW  THEM  FORTH  INTO 
THE  WORLD  OF  THE  SENSES."— Tyndall. 


The  United  States  Gazette  of  November  24,  1832,  remarks  : 

"  A  most  gratifying  experiment  was  made  yesterday  afternoon  on  the  Phil- 
adelphia, Germantown  aud  Norristown  Railroad.  The  beautiful  locomotive 
engine  and  tender,  built  by  Mr.  Baldwin,  of  this  city,  whose  reputation  as  an 
ingenious  machinist  is  well  known,  were  for  the  first  time  placed  on  the  road. 
The  engine  traveled  about  six  miles,  working  with  perfect  accuracy  and  ease 
in  all  its  parts,  and  with  great  velocity." 


MATTHIAS  W.  BALDWIN, 

Pounder  of  the  Baldwin  Locomotive  Works. 

1 

BeMcation, 


THIS  WORK  IS  RESPECTFULLY  DEDICATED  TO  THOSE 

DESIGNERS  AND  BUILDERS, 

WHOSE  ENGINEERING  SKII<I,  AND  DEVOTED  EFFORTS 

HAVE  CONTRIBUTED  SO   LARGELY 

TOWARDS    PLACING  THE 

MODERN  STEAM  ENGINE 

IN  ITS  SEVERAL  TYPES  IN  THE  FRONT  RANK  OP 
THE  MOTIVE  POWER  OF  THE  WORIJ). 


NEW  CATECHISM 

OF 

THE  STEAM  ENGINE 

WITH  CHAPTERS  ON 

Gas,  Oil  and  Hot  Air  Engines, 

n 
N.HAWKINS,  M.E. 

AUTHOR  OP  THE  HAND  BOOK  OF  CALCULATIONS  FOR  ENGINEERS;  MAXIMS  AND  INSTRUC- 
TIONS FOR  THE  BOILER-ROOM;  AIDS  TO  ENGINEERS'  EXAMINATIONS 
WITH  QUESTIONS  AND  ANSWERS;  NEW  CATECHISM 
OF  ELECTRICITY,  ETC.,  ETC., 


Relating    to     Stationary,     Marine     and     Locomotive 

Engines ;  Steam  Fire  Engines ;  Pumping,  Hoisting 

and  Portable  Engines;    Gas,    Oil  and    Air 

Engines.    Explaining  their  principal 

points    and     their    care   and 

management* 


THECX  AUDEL  &  CO.,  Publishers, 
NEW  YORK. 

J902. 


ENGINEERING  LIBRARY 


Copyright,  1897, 

by 
THEO.  AUDEI,  &  Co. 


Preface.  II 


PREFACE. 

The  reader  is  invited  in  the  succeeding  pages  to  examine 
down  to  almost  microscopic  detail  the  greatest  physical 
thing  on  earth.  To  describe  the  steam  engine,  t<5^show  how 
skillful  one  may  be  in  detecting  faults  in  one  machine  and 
the  superiorities  in  another,  indeed  is  the  most  contempti- 
ble occupation  a  writer  of  a  general  treatise  could  perform. 

But,  to  describe,  to  show  how  beautiful  and  how  truly 
admirable  in  finish  and  in  powers  of  execution  is  the 
modern  steam  engine,  is  not  indeed  the  highest,  but  quite 
one  of  the  pleasantest  and  most  useful  of  tasks,  and  the 
author  feels  that  it  is  within  his  range  of  power,  i.  e.,  to 
admire  and  to  describe  and  in  a  measure  at  the  same  time 
t©  instruct. 

With  a  high  appreciation  for  noble  results  achieved,  tfiis 
book  is  dedicated  to  the  Designers  and  Builders  of  the 
modern  steam  engine,  and  the  added  desire  is  now 
expressed,  and  the  kindly  suggestion  made  that  these  two, 
the  designers  and  builders  of  high  class  engines,  should 
join  in  fraternal  association  and  each  quarter  year  meet  to 
consult  upon  matters  of  mutual  profit,  to  feast  together  and 
go  away  with  a  wish  to  meet  such  good  company  again. 

To  such  a  representation  could  safely  be  confided  the 
collection  of  statistics,  the  upholding  of  the  dignity  of  the 
professional  part  of  the  calling,  the  avoidance  of  undue 
competition  in  prices,  and  a  hundred  other  advantages,  not 
the  least  of  which  would  be  the  discussion  of  how  to  meet 
the  new  opponent  of  the  steam  engine  to  be  found  in  elec- 
trical power  creation,  from  water,  gas,  etc. 

838778 


12  Preface. 

While  the  name  and  "  layout "  of  this  work  suggests 
inert  machinery  built  of  iron,  steel  and  brass,  without  soul 
and  without  feeling,  yet  from  its  very  inception  to  the  close 
of  the  index,  the  man  who  was  to  operate  the  engine  has 
been  first  in  the  mind  of  the  author.  When  an  engine  has 
been  completed  it  means  the  futuie  life  work  of  several 
men  to  be  expended  in  its  care  and  management.  All 
steam  engineering  literature  is  full  of  the  subject  of 
economy  in  operating  the  machine,  but  now  and  always 
the  author  desires  to  aid  in  promoting  the  true  economy 
of  the  life  work  and  well  being  of  his  special  patrons,  the 
engineers  in  charge  of  the  steam  plants. 

It  should  always  be  remembered  that  an  engineer  is  paid 
mostly  for  what  he  knows  rather  than  for  what  he  performs, 
and  above  all  else  for  his  well  grounded  knowledge  of  the 
first  principles  of  steam  engineering. 

To  a  ready  acquaintance  with  the  first  things  relating  to 
his  profession  the  engineer  should  have  added  the  power  or 
ability  to  reason  from  these  first  principles  and  bring  his 
knowledge  properly  into  use  in  the  solution  of  the  infinitely 
varied  problems  that  come  up  in  his  every  day  practice. 
Two  things  are  requisite  to  this — first,  the  habit  of  study 
and  mental  application  ;  second,  the  habit  of  closely  reason- 
ing  from  cause  to  effect. 

Engineering  is  a  science  that  may  be  learned  in  the  shop 
and  from  the  private  study  of  books.  Many  of  the  most 
competent  engineers  are  men  whose  education  was  pro- 
cured entirely  outside  of  the  engineering  schools.  It  has 
been  well  said  that  engineers  are  born,  not  made ;  those  in 
demand  to  fill  the  positions  created  by  the  great  installa- 


Preface.  13 

tions  of  power-producing  machinery  now  so  common,  are 
men  who  are  familiar  with  the  contents  of  good  books,  and 
as  well,  are  the  product  of  a  hard  bought  practical  experi- 
ence. 

The  men  most  desired  by  engine  builders  trfrake  charge 
of  their  engines  after  they  leave  their  construction  and 
erecting  shops  are  engineers  who  have  had  a  practical 
training,  the  best  of  whom  are  men  who  have  come  from 
the  ranks,  men  who  in  subordinate  positions  have  observed 
intelligently,  studied  principles  as  well  as  details,  and  pre- 
pared themselves  to  assume  new  and  greater  responsibilities. 

"  No  study  that  is  worth  pursuing  seriously  can  be  pur- 
sued without  effort,  but  we  need  never  make  the  effort 
painful  for  the  purpose  of  preserving  our  dignity."  These 
are  words  written  by  Ruskin,  the  great  art  teacher,  and 
may  also  indicate  the  design  of  the  author  to  make  the 
book  a  continued  pleasure  to  the  casual  reader  or  the  care- 
ful student. 

In  order  to  apply  oneself  to  any  advantage,  to  even  the 
most  serious  and  important  affair,  it  is  necessary  that  a 
certain  warm  and  hearty  interest  relating  to  it  should  be 
infused  into  the  mind,  hence  the  author  has  aimed  to  make 
this  volume  both  inviting  and  instructive. 

The  first  requisite  for  a  plain  description  of  any  piece  of 
mechanism  or  object  is  a  precise  terminology.  This  remark 
applies  to  the  steam  engine  and  its  appliances  and  for  a 
beginner  in  the  study,of  its  operation  the  greatest  difficulty 
will  be  found  to  be  the  getting  of  a  correct  idea  of  the 
terms  used.  Consequently,  the  most  careful  attention 
should  be  given  to  the  definitions.  But,  no  matter  how 


14  Preface. 

much  care  is  exercised  in  endeavoring  to  obtain  a  correct 
idea  of  the  meaning  of  a  definition,  it  is  almost  impossible 
to  comprehend  its  full  scope  at  the  first  reading. 

The  best  procedure  is  to  read  the  definitions  without 
making  any  particular  effort  to  memorize  them,  and  refer 
to  them  whenever  the  term  defined  occurs  in  a  subsequent 
portion  of  the  book.  In  this  way,  the  full  meaning  will 
gradually  develop  in  the  student's  mind,  and  he  will 
unconsciously  memorize  them  without  any  painful  mental 
effort. 

Considerable  space  has  been  devoted  in  the  following 
pages  to  illustrations.  In  making  the  pictorial  feature 
prominent,  the  most  modern  ideas  have  been  followed.  A 
careful  study  of  the  illustrations  of  engines  and  appliances 
described  in  the  work,  even  with  no  word  of  explanation,  is 
an  education  in  itself  in  steam  engineering.  The  first  cost 
of  these  diagrams  and  pictures  far  exceed  in  cost  all  else  in 
the  book,  and  the  kind  reader  is  advised  first  of  all  to 
become  familiar  with  them. 

In  the  preparation  of  this  work  the  author  desires  to 
heartily  express  his  obligations  to  Captain  Henry  E. 
Raabe,  M.  E.,  Naval  Architect,  graduate  of  Marine  Acad- 
emy, Amsterdam,  for  the  drawings  and  diagrams  illustrat- 
ing the  work  and  especially  for  assistance  in  preparing  the 
parts  relating  to  the  "  marine  engines "  and  "  valve  con- 
struction." 


Introduction. 


INTRODUCTION. 


It  is  becoming  more  and  more  difficult  to  write  a  book 
relating  to  any  of  the  great  lines  of  modern  industrial  ad- 
vance. Especially  is  this  true  of  steam  engines  where  the 
variety  of  work  and  service  is  almost  infinite.  The  par- 
ticular requirements  and  condition  of  each  machine  are  so 
carefully  considered  that  it  becomes  in  fact  a  special  olant 
for  a  certain  fixed  work. 

Compare  the  enormous  dimensions  of  many  of  the  en- 
gines described  in  the  following  pages  with  those  given  in 
the  note  and  the  difficulty  of  the  writer  in  presenting  a  too 
minute  presentation  of  the  subject  will  be  apparent,. 

The  practice  and  innumerable  adaptation  of  steam  power 
varies  year  by  year,  but  the  first  principles  of  the  science 
remain  always  the  same.  Every  experiment  fails  which 
goes  against  the  unchanging  and  perfect  laws  of  creation. 
The  success  comes  with  the  effort  to  make  useful  to  man- 
kind  the  hidden  forces  of  nature. 

The  complete  study  of  the  theory  of  the  steam  engine 
is  beyond  the  scope  of  so  elementary  work  as  this  is  de- 
signed to  be,  as  it  involves  a  thorough  acquaintance  with 
chemistry,  mechanics,  heat,  etc. 

NOTE. — The  smallest  steam  engine  in  the  world  is  the  production  of 
a  resident  of  Akrona,  Canada.  The  dimensions  of  this  miniature  affair 
are  as  follows  :  diameter  of  cylinder,  ^  of  T^  of  an  inch  ;  stroke,  -fa  of 
an  inch  ;  revolutions,  1,760  per  minute.  This  engine  is  so  small  that  it 
can  easily  be  covered  with  the  case  of  a  22-caliber  cartridge. 

Charles  H.  Allen,  of  Rochester,  has  built  a  tiny  engine  which  weighs 
only  thirty-one  grains  and  is  but  three-fourths  of  an  inch  in  length. 
It  runs  perfectly,  though  it  goes  easily  into  an  ordinary  thimble. 


1 6  introduction. 


The  terms  theory  and  theoretical  are  properly  used  in 
opposition  to.  the  words  practice  and  practical.  The 
English  word  •'  theory  "  is  derived  from  a  Latin  word  which 
means  "  to  look  at  "  ;  hence  the  theory  of  the  steam  engine 
is  something  designed  to  end  only  in  speculation  or  con- 
templation without  a  view  to  anything  more. 

The  practical  part  of  the  subject  is  to  be  found  in  the 
illustrations  and  descriptions  of  the  actual  engines  to  be 
described  hereafter ;  the  theoretical  is  woven  in  throughout 
the  book  and  is  considered  to  be  quite  a  matter  of  sugges- 
tion and  "hints"  rather  than  a  formal  and  formidable 
statement  of  abstract  principles. 


NOTE. — "Creation  belongs  to  God,  but  the  application  of  principles 
and  powers  to  human  wants  and  their  various  changes  and  inter- 
changes, belong  to  man.  It  is  said  that  a  voyage  of  a  great  steamship 
across  the  Atlantic  ocean  spends  as  much  power  as  would  be  required 
to  lift  all  the  stones  in  the  largest  pyramid  in  Egypt  from  the  level  of 
the  Nile  to  the  places  which  they  now  occupy.  The  power  stored  in 
coal  is  but  concentrated  sunbeams.  To  eliminate  that  power  in  the 
form  of  heat  units  and  convert  them  into  power  is  the  province  of  man. 
Power  applied  through  the  steam  engines  and  dynamos  that  are  now 
moving  over  the  civilized  world,  marks  the  greatest  era  of  progress  and 
physical  development  in  the  history  of  mankind." 


New  Catechism  of  the  Steam  Engine.        TJ 


THE   STEAM   ENGINE. 

Ques.    What  is  a  steam  engine  ? 

ANS.  It  is  an  apparatus  for  converting  heat 
into  mechanical  power,  or 
more  plainly,  an  ingenious 
machine  worked  by  steam. 

Ques.    What  is  a  stationary 
steam  engine  ? 

ANS.  An  engine  which 
is  erected  in  a  certain  loca- 
tion and  designed  to  re- 
main in  the  same  position, 
without  change,  or  more 
plainly,  it  is  an  engine  which  does  its  work  without  chang- 
ing its  place. 

Ques.    What  is  a  marine  engine? 

ANS.     It  is  an  engine  designed  for  propelling  steamships, 
cither  screw  or  side  wheelers. 
Ques.    What  is  a  locomotive  engine  ? 

ANS.  An  engine  designed  to  operate  on  iron  and  steel 
railways.  With  engine  and  boiler  combined  in  one  machine 
it  becomes  a  "  traveling  engine." 

Ques.    Are  there  any  other  steam  engines  than  these  three  ? 
ANS.     Yes.     Portable    engines,    hoisting    engines,   the 
steam  hammer,  the  steam  drill,  pumping  engines,  blowing 
engines,  steam  fire  engines,  donkey,  steering  engines,  etc. 

Ques.  Do  these  all  operate  on  the  same  general  principle  or  law, 
and  what  is  that  ? 

ANS.  Yes.  The  underlying  principle  or  law  of  nature 
regulating  the  building  of  all  these  is  that  which  applies  to 
the  formation  and  expansion  of  gases.  Water  is  changed 
into  gas  (steam)  by  the  heat  of  combustion,  and  while  such, 
is  subject  to  the  laws  which  govern  the  expansion,  con- 
traction, etc.,  of  all  gases. 


l8        New  Catechism  of  the  Steam  Engine. 


QUESTIONS  AND  ANSWERS. 

Ques.  Where  does  the  power  or  energy  which  drives  all  steam 
engines  come  from  ? 

ANS.     From  the  coal  or  other  fuel. 

Ques.  Does  any  of  the  power  come  from  the  steam,  water  or 
engine  ? 

ANS.  Not  any.  The  power  or  energy  comes  from  the 
heat  and  the  heat  comes  from  the  burning  of  the  coal.  It 
is  the  property  of  an  engine  that  it  must  continuously  get 
back  to  a  starting  point  and  at  each  half  revolution  it  gains 
a  fresh  supply  of  energy  (heat)  to  be  expended  in  its 
appointed  work. 

Ques.    How  many  types  or  forms  of  steam  engines  are  there  ? 

ANS.  Very  many  hundreds,  if  not  thousands,  but  all 
operated  upon  the  principles  as  stated. 

Ques.    What  is  the  most  numerous  pattern  ? 

ANS.     The  common  slide  valve,  stationary  engine. 

Ques.  What  type  of  engines  are  now  leading  the  advance  in  econ- 
omy and  effectiveness  ? 

ANS.  The  automatic  cut-off  engines  are  fast  superced- 
ing  and  replacing  the  common  slide  valve  engines. 

Ques.  Upon  what  point  are  the  maker,  the  buyer  and  the  engineer 
of  a  steam  engine  all  agreed  ? 

ANS.     Upon  the  matter  of  its  "  running  "  quality. 

Ques.  What  could  be  considered  a  fair  "  running  "  requirement  in 
a  new  engine,  in  the  hands  of  a  first-class  engineer  ? 

ANS.  A  satisfactory  running  engine  is  one  which  has  the 
stationary  parts  of  such  strength  and  security  that  there  is 
absolutely  no  movement  at  any  point  due  to  the  reciprocat- 
ing of  the  moving  pieces.  In  an  engine  which  is  perfectly 
satisfactory  in  this  respect,  a  slender  rod  with  a  squared 
end,  such  as  a  common  lead  pencil,  can  be  placed  in  a  stand- 
ing position  on  a  level  surface  at  any  point  and  remain 
there  indefinitely  without  other  support  than  its  own  base. 

NOTE. — There  are  very  many  places  from  which  the  slide  valve 
engine  will  never  be  displaced,  as,  from  places  where  fuel  is  cheap,  such 
as  saw  and  planing  mills,  etc. ;  also  where  an  engine  has  to  be  started 
and  stopped  at  frequent  intervals,  such  as  first  motion  hoisting  engines. 


New  Catechism  of  the  Steam  Engine.         19 


QUESTIONS  AND  ANSWERS. 

Ques.  What  quantity  of  coal  is  now  considered  to  be  "  good  prac- 
tice "  per  horse  power,  per  hour  ? 

ANS.  Very  few  stationary  steam  engines  have  developed 
a  performance  of  less  than  2  pounds  of  coal  per  horse 
power  per  hour,  and  5  pounds  is  a  common  consumption 
of  coal  for  that  amount  of  work.  In  marine  expansion 
engines — multi-cylinder — the  rate  has  been  often  reduced 
below  \Yz  Ibs.  per  horse  power  per  hour. 

Ques.  About  how  much  of  the  heat  generated  in  the  furnace  is 
utilized  in  useful  work  ? 

ANS.  About  ten  per  cent.  Some  engines  upon  careful 
measurement  have  shown  only  seven  per  cent.  The  waste 
of  heat  that  forms  such  a  large  aggregate  common  to  every 
steam  engine  begins  at  the  furnace  and  only  ends  with  the 
steam  passing  out  of  the  exhaust  port. 

Ques.  What  attainments  should  be  looked  for  in  a  modern  steam 
engine  ? 

ANS.  Close  regulation  of  speed  ;  the  least  conduction  of 
heat  from  the  steam  by  the  cooling  of  the  cylinder ;  small 
clearances ;  free  steam  openings  from  steam  chest  to  cylin- 
der, to  allow  full  boiler  pressure  to  enter  the  cylinder  up  to 
the  point  of  cut-off ;  free  exhaust,  allowing  no  back  press- 
ure through  any  fault  of  the  engine ;  rapid  motion  of  valve 
at  point  of  cut-off  to  make  such  point  decisive ;  tight  valves, 
allowing  no  waste  of  steam  by  leakage ;  and  last,  but 
exceedingly  important,  the  least  possible  friction  in  the 
valves  and  moving  parts  of  the  engine. 

NOTE. — Whatever  the  grade  of  material  of  which  the  parts  are  con- 
structed, whatever  their  strength,  however  perfect  their  design  and 
finish,  the  engine  fails  of  being  wholly  satisfactory  if  its  running  quali- 
ties are  in  any  respect  imperfect. 

An  engine  to  be  perfectly  satisfactoiy  should  be  capable  of  sustain- 
ing a  maximum  load  without  heating  either  in  the  main  bearing,  crank 
pin,  crosshead  pin,  or  guides  ;  and,  furthermore,  it  should  do  this  with- 
out any  noise  of  knocking  as  the  centres  are  passed ;  likewise  all  the 
reciprocating  parts  should  operate  noiselessly  and  without  jar  or 
trembling. 


2O        New  Catechtsm  of  the  Steam  Engine. 
QUESTIONS  AND  ANSWERS. 

Ques.    What  is  the  meaning  of  the  term  "  cycle  "  ? 

ANS.  If  a  substance  like  water  or  gas  be  subjected  t< 
various  changes  by  the  action  of  heat  and  finally  brough 
back  to  its  original  condition  it  is  said  to  have  undergon< 
"  a  cycle  of  operations." 

Ques.    What  is  the  true  measure  of  the  efficiency  of  an  engine  ? 

ANS.  The  proportion  of  the  heat  converted  into  worl 
in  pushing  the  piston  is  the  measure  of  the  engine's  effi 
ciency.* 

Ques.     How  are  steam  engines  rated  ? 

ANS.     By  horse  power. 

Ques.     What  is  a  horse  power  ? 

ANS.  33,000  foot-pounds  per  minute,  550  foot-pound 
per  second,  or  1,980,000  foot-pounds  per  hour. 

Ques.    What  is  a  foot-pound  ? 

ANS;  One  pound  of  force  exerted  through  one  foot  o 
space. 

Ques.  Is  it  correct  to  say  "  horse  power  per  minute,"  "  horse  powe 
per  hour,'*  etc.? 

ANS.  No.  If  an  engine  is  doing  work  at  the  rate  of  51 
horse  power  it  is  doing  50  horse  power  all  the  time.  It  i 
an  error  which  is  frequently  made  to  assume  that  such  ai 
engine  is  doing  50  horse  power  per  minute,  for  50  X  60  = 
3,000  horse  power  per  hour. 

Ques.     What  is  a  self-contained  engine  ? 

ANS.  The  self-contained  engine  is  entirely  dependen 
upon  its  own  frame  to  hold  all  its  parts  together,  and  doe 
not  need  a  solid  foundation. 

*NOTE.— If  the  steam  reaches  the  piston  at  145  pounds  above  th 
atmosphere,  the  heat  is  about  363  degrees  Fahr. ;  when  expanded  dow: 
to  30  pounds  above  the  atmosphere,  the  temperature  falls  to  about  24 
degrees  Fahr.;  so  that  about  90  degrees  of  the  heat  generated  has  beei 
utilized.  This  seems  a  small  proportion,  but  it  can  never  be  mad 
much  greater.  The  losses  from  too  much  clearance,  from  initial  coc 
densation  and  re-evaporation  of  condensed  steam  towards  the  end  c 
the  stroke,  may  be  reduced  by  intelligent  engineering,  but  there  are  n< 
prospects  that  the  supreme  loss  of  heat  present  in  the  exhaust  steal 
will  ever  be  overcome. 


New  Catechism  of  the  Steam,  Engine.        21 


QUESTIONS  AND  ANSWERS. 

Ques.    What  is  a  "  right-hand  engine  "  ? 

ANS.  An  engine  the  fly-wheel  of  which  is  to  the  right, 
as  looked  at  from  the  cylinder. 

Ques.    What  is  a  left-hand  engine  ? 

ANS.  An  engine  the  fly-wheel  of  which  is  to  the  left,  as 
looked  at  from  the  cylinder. 

Ques.    What  is  meant  by  an  engine  running  "  over  "  ? 

ANS.  The  top  of  the  wheel  running  away  from  the 
cylinder. 

Ques.     What  is  meant  by  an  engine  running  "  under  "  ? 

ANS.     The  top  of  the  wheel  running  toward  the  cylinder. 

Ques.     Which  way  are  engines  more  generally  run? 

ANS.     Over. 

Ques.    What  advantages  pertain  to  running  an  engine  in  this  way? 

ANS.  The  pressure  of  the  cross-head  is  always  down- 
ward upon  the  guide,  for  when  the  pressure  is  on  the  head 
end  of  the  piston  the  thrust  against  the  connecting  rod 
which  is  pointing  upward  reacts  to  press  the  cross-head 
down  upon  the  guides ;  and  when  the  pressure  is  on  the 
crank  end  of  the  cylinder,  the  cross-head  will  be  dragging 
the  crank,  and  as  the  crank  is  below  the  center  line,  it  will 
still  pull  the  cross-head  down  upon  the  lower  guide.  If  on 
the  other  hand  the  engine  is  run  "  under,"  the  thrust  of  the 
cross-head  will  be  upon  the  top  guide  on  both  the  outward 
and  inward  strokes,  and  unless  the  cross-head  is  nicely 
adjusted  to  its  guides,  and  the  guides  are  perfectly  parallel 
under  running  conditions,  the  cross-head  will  be  lifted  when 
subjected  to  thrust,  and  fall  by  its  own  weight  on  the 
centers,  making  the  engine  pound. 

NOTE. — The  non-self-contained  engine  is  one  which  is  partly  depend- 
ing on  the  foundation  to  hold  some  of  its  parts  in  place,  as  for  instance 
the  outward  pillow  block  and  crank  shaft.  The  foundations  of  such 
engines  have  to  be  particularly  well  designed.  Most  of  the  high  speed 
and  vertical  engines  belong  to  the  former  class,  while  the  long  stroke, 
slow  and  medium  speed  with  girder  or  tangeye  bed,  and  also  som« 
vertical  engines  belong  to  the  non-self-contained  engines. 

In  stationary  engineering,  there  are  more  single  high  prewur* 
engines  used  than  any  other  kind.  These,  when  of  a  good  design  and 
well  taken  care  of,  can  be  very  economical. 


22        New  Catechism  of  the  Steam  Engine. 
QUESTIONS  AND  ANSWERS. 

Ques.    When  is  it  desirable  to  have  an  engine  run  under  ? 

ANS.  When  it  is  impossible  to  so  locate  the  engine  as 
to  give  the  proper  direction  to  the  belt  from  an  "over"' 
running  wheel. 

Ques.    What  is  a  "  single  valve  "  engine  ? 

ANS.  An  engine  in  which  a  single  valve  controls  the 
admission  and  distribution  of  steam  for  both  ends  of  the 
cylinder ;  as  in  a  common  slide  valve  engine. 

Ques.    What  is  a  "  four  valve ' '  engine  ? 

ANS.  An  engine  having  a  separate  steam  and  exhaust 
valve  for  each  end  of  the  cylinder,  as  a  Corliss  engine. 

Ques.    What  is  a  single  acting  engine  ? 

ANS.  An  engine  in  which,  like  the  Westinghouse,  the 
steam  acts  on  one  side  of  the  piston  only. 

Ques.     What  is  a  rotary  engine  ? 

ANS.  It  is  one  in  which  piston  and  crank  are  formed  in 
one  place  connected  to  the  shaft  and  rotating  in  a  chamber. 
The  piston  instead  of  returning  to  its  starting  point  con- 
tinues turning  in  one  direction.  It  is  an  ordinary  engine 
which  does  not  work  upon  the  principle  of  expansion. 

Ques.  What  is  the  meaning  of  the  terms  "automatic  "  and  "  auto- 
matic engine  "? 

ANS.  Automatic  means  self-acting — in  machinery,  it 
describes  certain  movements  commonly  made  by  hand 
which  are  made  by  the  machine  itself.  Hence,  an  auto- 
matic engine  is  a  self-regulating  engine. 

NOTE.  — "There  is  good  reason  for  believing  that  the  steam  engine  is 
now  as  nearly  perfect  as  it  will  ever  be  made,  unless  someone  discovers 
a  new  method  of  transmitting  the  power  from  the  boiler  to  the  driven 
mechanism.  That  some  revolutionary  method  will  be  discovered  is 
highly  improbable,  and  so  engineers  must  content  themselves  to  go  on 
improving  on  details  and  stopping  leaks  that  defective  designs  leave 
open.  Meanwhile,  about  90  per  cent,  of  the  heat  generated  in  the  fur- 
nace will  continue  to  pass  out  through  the  smokestack  and  exhaust 
port,  and  science  will  continue  to  look  on,  impotent  to  stop  or  lessen 
this  immense  waste  of  energy." 


New  Catechism  of  the  Steam  Engine.        23 
QUESTIONS  AND  ANSWERS. 

Ques.    What  are  the  reciprocating  parts  of  the  engine  ? 

ANS.  All  those  parts  which  move  to  and  fro  are  the 
reciprocating  parts ;  I,  the  piston  ;  2,  the  piston  rod  ;  3,  the 
crosshead ;  and  4,  the  connecting  rod.  The  connecting 
rod  is  attached  to  the  crosshead,  the  crosshead  to  the  pis- 
ton rod,  the  piston  rod  to  the  piston  ana  this  latter  is 
actuated  directly  by  the  steam  pressure. 

Ques.     What  is  the  action  of  these  various  parts  ? 

ANS.  They  begin  from  a  state  of  rest  at  the  commence- 
ment of  the  stroke  and  are  gradually  set  in  motion,  slowly 
at  first,  and  faster  and  faster  until  the  middle  of  the  stroke, 
when  they  are  moving  with  the  same  velocity  as  the  crank 
pin.  After  that  their  motion  is  retarded  until  the  end  of  the 
stroke,  when  they  again  come  to  rest  and  the  same  action 
is  repeated.  It  thus  becomes  necessary  for  the  crosshead 
to  come  to  rest  at  the  beginning  and  end  of  each  stroke. 

Ques.  Into  what  two  classes  are  engines  divided  with  reference  to 
the  manner  in  which  they  are  governed  ? 

ANS.     Throttling,  and  automatic  cut-off. 

Ques.  Into  what  two  classes  may  the  automatic  cut-off  engines  be 
divided  ? 

ANS.  The  single  valves,  in  which  the  point  of  cut-off  is 
varied  by  changing  the  amount  of  travel  of  the  valve,  and 
the  four-valve  engines,  in  which  the  cut-off  is  usually 
effected  by  a  detaching  mechanism  or  trip  under  the  control 
of  the  governor. 

Ques.  What  is  the  difference  in  principle  of  operation  between  an 
automatic  cut-off  and  slide  valve  throttling  engine  ? 

ANS.  The  automatic  cut-off  engine  regulates  its  speed 
by  cutting  off  the  steam  at  an  earlier  point  of  the  stroke ; 
this  allows  the  steam  to  work  by  expansion,  increasing  the 
economy;  the  pressure  thus  reduced  in  the  cylinder  by 
expansion  will  regulate  the  speed.  The  slide  valve 
throttling  engine  regulates  its  speed  by  throttling  the 
steam  between  the  boiler  and  the  cylinder. 

NOTE. — The  end  of  one  stroke  is  the  beginning  of  another,  and  two 
makes  one  revolution  of  the  engine. 


24        New  Catechism  of  the  Steam  Engine. 
QUESTIONS  AND  ANSWERS. 

Ques.  What  particular  advantages  are  claimed  for  vertical  or 
upright  engines  ? 

ANS.  A  decrease  in  frictional  resistance,  especially  on 
the  pistons ;  an  increased  economy  due  to  the  thorough 
draining  of  the  cylinders ;  they  require  less  floor  space  for 
given  power ;  they  are  more  easily  accessible  in  many  of 
their  parts,  especially  as  to  valves,  stuffing  boxes  and 
pistons.  Cylinders  standing  vertically  do  not  corrode  on 
their  wearing  surfaces,  i.  e.,  those  parts  sustaining  the 
greater  wear ;  their  cylinders  are  less  liable  to  accident  from 
flooding  with  water  from  steam  and  exhaust  pipes. 

Ques.  What  are  the  special  advantages  claimed  for  the  high  speed 
engine  ? 

ANS.  It  is  said  that  in  high  speed  engines  the  uniformity 
and  smoothness  of  running  is  much  better  than  it  is  in  slow 
speed  engines  owing  to  the  greater  quickness  of  the  action 
of  the  automatic  governor  with  which  they  are  equipped — 
hence  also  more  perfect  regulation ;  2,  the  moving  parts 
are  comparatively  lighter,  with  larger  wearing  surfaces ;  3, 
they  are  more  compact,  using  less  space  for  the  same 
power;  4,  the  direct  action  and  simplicity  of  parts;  5,  less 
in  cost  for  the  same  power ;  6,  they  are  in  line  with  modern 
advance. 


NOTE. — That  these  advantages  are  becoming  more  clearly  recognized 
with  each  year  is  evident  from  the  development  of  the  high  speed 
engine  since  its  first  introduction.  At  the  International  Exposition  in 
Vienna  in  1873,  the  average  piston  speed  of  the  engines  there  exhibited 
was  [about  350  feet  per  minute  and  the  maximum  about  420  feet  per 
minute,  while  the  same  makers  exhibited  in  1888  at  the  Vienna  Indus- 
trial .Exhibition,  engines  whose  average  piston  speed  was  about  480  feet 
per  minute  and  a  maximum  of  nearly  700  feet  per  minute.  At  the 
International  Exposition  in  Paris  in  1889,  piston  speeds  of  780  feet  had 
been  attained  and  at  the  Electrical  Exposition  in  Frankfurt,  in  1891, 
the  maximum  was  875  feet  per  minute.  In  large  engines  to  day,  900 
feet  per  minute  is  not  considered  excessive,  and  we  find  even  in  small 
electric  lighting  engines  of  the  type  known  as  high  speed  engines, 
meaning  high  rotary  speed,  that  between  700  and  800  feet  per  minute  ia 
the  ordinary  piston  velocity. 


New  Catechism  of  the  Steam  Engine. 

EARLY    HISTORY    OF   THE    STEAM 
ENGINE. 


Fig.  i.    JAMES  WAT*. 

"  A  true  delineation  of  the  smallest  man  and  his  scenes 
of  pilgrimage  through  life,  is  capable  of  interesting  the 
greatest  man.  All  men  are  to  an  unspeakable  extent 
brothers ;  each  man's  life  a  strange  emblem  of  every  man's  ; 
and  human  portraits,  faithfully  drawn,  are  of  all  pictures 
the  welcomest  on  human  walls." 

These  are  the  words  of  Thomas  Carlysle,  and  to-day  the 
biography  of  the  inventors,  designers  and  builders  of  the 
Steam  Engine  furnishes  its  most  complete  and  interesting 
history. 

Of  this  mechanism  it  has  been  said  that  'Of  all  the 
efforts  of  human  ingenuity  known,  perhaps  none  has 
monopolized  so  large  a  share  of  inventive  genius  as  the 
steam  engine.  No  other  object  in  the  entire  range  of 
human  devices  has  so  irresistibly  arrogated  to  itself  the 
devotion  of  scientific  men  as  the  production  of  an  artificial 
movement  from  the  vapor  of  boiling  water." 


26        New  Catechism  of  the  Steam  Engine. 

EARLY  HISTORY  OF  THE  STEAM  ENGINE. 

The  first  bona-fide  engineer  was  a  military  chieftain,  and 
the  first  engine  was  a  battering  ram.  This  was  in  the 
beginning  of  historic  times.  In  after  ages  when  the  proper- 
ties of  steam  were  discovered  the  two  (the  engine  and 
steam)  developed  into  the  steam  engine. 

But,  the  first  "  engine,"  so  called,  was  a  single  beam  of 
heavy  wood  ;  next  in  order,  several  such  were  attached  to 
each  other,  end  to  end,  until  a  total  length  of  100  or  150 
feet  was  attained,  and  borne,  in  the  attack,  upon  the 
shoulders  of  scores  of  fighting  men. 

Step  three  in  the  progress  towards  the  modern  engine, 
was  to  plate  the  end  of  the  awkward,  effective  beam  with 
iron ;  fourth,  to  swing  it  forward  and  backward  suspended 
from  a  tall  frame  work,  which  in  time  grew  into  a  tower 
manned  by  soldiers. 

Next  appeared  a  machine  called  a  catapault,  used  to  cast 
rocks  and  other  projectiles,  and  in  course  of  time  still  other 
devices  were  invented  to  assist  or  repel  attacks  upon  towers 
of  defence  and  enclosed  towns. 

These  warlike  contrivances  were  the  first  engines,  and 
were  so  named,  and  the  men  who  invented  and  constructed 
them  were  called  engineers.  The  term  comes  from  a  word 
in  the  Latin  language — ingenium — signifying  ingenious 
The  word  has  been  transferred  to  the  French,  German  and 
Italian  languages,  as  well  as  the  English,  but  always  retain- 
ing its  original  meaning.  Upon  the  advent  of  gunpowder, 
and  the  introduction  of  artillery,  those  who  operated  the 
guns  continued  to  be  called  engineers,  and  for  a  long  time 
received  four  times  the  pay  of  a  common  soldier. 

Giovanni  Branca,  of  Lorreto,  Italy,  in  the  year  1629, 
produced  a  machine  combining  an  engine  and  boiler,  the 
power  from  which  was  derived  from  the  expansion  of  water 

NOTE. — In  Branca's  time,  and  for  over  two  hundred  years,  the  Steam 
Engine  was  called  the  fire  engine.  One  discoverer  says,  (in  1608) 
referring  to  the  then  mysterious  substance  which  propelled  the 
machines,  "The  water  is  converted  into  air  and  its  vaporization  (in  a 
bombshell)  is  followed  by  a  violent  explosion." 


New  Catechism  of  the  Steam  Engine.        2? 

EARLY  HISTORY  OF  THE  STEAM  ENGINE. 

into  steam.  Branca,  in  his  writings,  claimed  that  much 
useful  labor  could  be  accomplished  through  his  device. 
There  were  other  inventors  in  the  field  in  the  early  part  of 
the  same  century  in  which  Branca  lived,  but  the  machines 
and  contrivances  to  utilize  the  energy  known  to  be  locked 
up  in  steam,  never  (like  the  one  illustrated,  Fig.  2), 
amounted  to  much  more  than  idle  dreams. 


Fig.  a.    THS  BRANCA  ENGINE,  1629. 

Fig.  3  illustrates  the  Newcomen  engine,  which  <vas 
patented  in  1705.  Our  space  is  too  limited  to  go  if  to  a 
detailed  statement  of  its  method  of  action,  except  we  may 

NoTK. — One  of  the  Newcomen  engines  was  erected  in  Holland  to 
aid  in  draining  a  lake  near  Rotterdam.  The  following  were  the  extra- 
ordinary dimensions:  Cylinder  52  inches  in  diameter;  stroke  9  feet. 
The  boiler  was  18  feet  in  diameter,  and  contained  2  flues  ;  but  60  years 
later  engines  with  12  feet  diameter  of  cylinder  and  10  feet  stroke  were 
erected  in  Holland  to  do  similar  work.  It  was  the  Newcomen  form  of 
engine  that  Watt  and  Trevethick  found  in  general  use  when  they 
began  their  improvements. 


28        New  Catechism  of  the  Steam  Engine. 


EARLY  HISTORY  OF  THE  STEAM  ENGINE. 

sajf  that  the  steam  was  let  into  the  cylinder  (C)  a  little 
above  atmospheric  pressure,  and  by  its  elastic  force  raised 
the  piston,  and  the  stroke  was  completed  by  the  condensa- 
tion of  the  steam  which  produced  a  vacuum  and  allowed 
nearly  the  full  pressure  of  the  air  to  accomplish  the  desired 
result  of  raising  the  water. 


Fig.  3.    THB  NEWCOMEN  ENGINE,  1705. 

Between  1765-74,  John  Smeaton  devised  a  succession  of 
improvements  in  the  atmospheric  engine,  and  carried  it  to 
its  utmost  perfection ;  in  these  days  it  was  still  named  the 
fire  engine.  The  force  was  exerted  in  but  one  direction, 
and  could  not  exceed  the  atmospheric  pressure,  in  fact,  was 
even  short  of  this,  for  the  vacuum  was  far  from  being  com- 
plete. 

The  improvements  of  the  engine  on  scientific  principles 
commenced  with  the  days  of  Watt. 


New  Catechism  of  the  Steam  Engine.        2<) 


EARLY  HISTORY  OF  THE  STEAM  ENGINE. 

Fig.  I  is  a  very  rare  imprint  of  the  immortal  designer 
and  inventer  of  the  modern  steam  engine  and  its  invaluable 
adjunct,  the  Indicator.  Fig.  4  represents  Watt's  Condens- 
ing Engine. 

James  Watt  was  born  at  Greenock,  Scotland,  January 
1 9th,  1736.  His  grandfather,  Thomas  Watt,  was  a  school- 


Fig.  4.    WATT'S  CONDENSING  ENGINE,  A.  D.  1784. 

master,  and  his  father  a  prominent  citizen  of  Greenock, 
being  a  merchant  and  builder.  At  the  age  of  eighteen, 
James  went  to  Glasgow  to  learn  the  trade  of  a  mathemati- 
cal instrument  maker,  and  opened  a  small  shop,  by  which 
he  earned  a  scanty  living.  The  introduction  of  the  New- 


jo        New  Catechism  of  the  Steam  Engine. 


EARLY  HISTORY  OF  THE  STEAM  ENGINE. 

comen  engine  into  the  neighborhood,  led  him  to  study  the 
history  of  the  steam  engine,  and  to  conduct  for  himself 
researches  into  the  properties  of  steam. 

In  his  experiments  he  used,  at  first,  apothecaries'  phials, 
and  hollow  canes  for  steam  reservoirs  and  pipes,  and  later 
a  Papin's  digester  and  a  common  syringe.  The  latter  com- 
bination made  a  non-condensing  engine,  in  which  he  used 
steam  at  a  pressure  of  fifteen  pounds  to  the  square  inch. 
This  experiment  led  to  no  practical  result,  and  he  finally 
took  hold  of  a  Newcomen  model  which  he  obtained  from 
London,  and  putting  it  in  repair,  commenced  experiments 
with  that,  and  made  with  it  considerable  progress. 

Watt  next  made  a  new  boiler  for  experimental  purposes, 
and  arranged  it  in  such  a  manner  that  he  could  measure 
the  quantity  of  water  and  of  steam  used  at  every  stroke  of 
the  engine.  After  establishing  the  elements  of  the  new 
science,  i.  e.t  the  bulk  of  steam  as  compared  to  water,  the 
quantity  of  water  evaporated  per  pound  of  coal,  the  quan- 
tity of  water  required  for  condensation,  etc.,  etc.,  his  next 
important  invention  was  the  separate  condenser,  and  when 
this  latter  achievement  was  accomplished,  his  life's  work 
was  virtually  done. 

NOTE.— This  was  early  in  1765,  when  Watt  was  twenty-nine  years  of 
age.  He  soon  after  formed  a  co-partnership  with  Matthew  Boulton, 
and  his  career  thereafter  was  that  of  a  successful  business  man,  whose 
inventions  were  nearly  all  of  immediate  practical  value  to  the  firm  and 
to  the  world. 

Watt  died  August  igth,  1819,  in  his  84th  year,  rich  and  more  honored 
than  many  kings.  His  statue  stands  in  Westminster  Abbey,  London, 
amidst  those  of  the  noblest  of  Englishmen,  who  by  their  heroic  deeds, 
have  become  the  glory  of  their  country. 

NoTE. — By  the  year  1784,  Messrs.  Boulton  &  Watt  had  brought  their 
engine  to  a  position  where  it  combined  all  the  devices  which  Watt  had 
either  improved  from  old  models  or  clearly  invented  himself.  There 
were  a  pair  of  their  engines  erected  in  London,  in  this  year  of  sufficient 
power  to  drive  twenty  pairs  of  millstones.  In  these  engines  were  to  be 
found  the  newly  applied  fly-wheel,  the  glass  water-gauge,  the  mercury 
steam  gauges,  "  fly  ball "  governor,  the  poppet  valve  with  beveled  seat, 
the  cross  head  and  guides,  and  many  minor  improvements  covered  by 
Watt's  numerous  patents. 


New  Catechism  of  the  Steam  Engine.        31 


Fig.  5. 


ENGINE  FOUNDATIONS. 

It  is  essential  that  a  steam  engine  be  placed  upon  a  solid, 
unyielding  foundation.  It  is  unwise  to  pay  for  a  good 
machine  and  then  set  it  upon  a  foundation  that  will  yield 
to  the  weight  and  working  strains  in  such  a  way  as  to  throw 
the  parts  out  of  line,  bringing  about  injurious  wear  and 
derangement. 

Large  cut  stones  make  the  most  solid  foundation,  but 
these  are  costly;  hard-burned  brick  make  an  excellent 
substitute.  These  should  be  laid  in  cement,  with  thin 
joints.  No  stones  are  required  except  the  cope-stone, 
which  should  be  cemented  to  the  brick-work. 

The  drawings  furnished  by  engine  builders  will  give  the 
necessary  width  and  depth  of  foundation,  assuming  that  the 
bottom  rests  on  solid  ground.  If  this  is  not  reached  at  the 
depth  indicated,  the  excavation  should  be  deeper,  the 
bottom  rammed  hard  and  filled  up  to  the  point  at  which  the 
foundation  proper  is  to  begin  with  rough  stones  laid  in 
cement. 

NOTE. — Concrete  made  mixing  five  parts  broken  stone,  two  parts 
clean  sharp  sand  and  one  part  Portland  cement  makes  a  very  satisfac- 
tory foundation. 


New  Catechism  of  the  Steam  Engine, 


ENGINE  FOUNDATIONS. 


New  Catechism  of  the  Steam  Engine. 


ENGINE  FOUNDATIONS. 

The  foundation  should  be  completed  at  least  fifteen  days 
before  the  engine  is  placed  on  it,  by  which  time,  if  properly 
laid,  the  brick-work  will  be  practically  one  mass. 

The  accompanying  illustrations  show  three  different 
shapes  of  foundations. 

Fig.  6  is  the  form  used  for  girder  frame  engines,  as  the 
Corliss  engine  generally  is  built. 

A  layer  of  concrete  is  first  spread  over  the  bottom  of  the 
excavation,  on  top  of  which  the  brick-work  is  laid.  The 
fastening  of  the  anchor  bolts  is  shown  in  Fig.  6,  consisting 
of  a  heavy  cast-iron  plate,  laid  in  the  brick-work,  and  drilled 
and  threaded  for  the  bolt ;  the  top  is  formed  of  cast-iron 
plates,  on  which  the  pedestals  rest. 

The  bottom  plates  need  not  be  threaded,  but  simply 
drilled,  to  allow  the  bolt  to  pass  through,  and  by  allowing 
an  opening  to  be  left  in  the  brick-work  underneath  the 
plates,  a  nut  may  be  screwed  to  the  end  of  the  bolt.  Cope 
stones  can  take  the  place  of  the  top  plates  in  either  case. 

Fig.  /  shows  a  form  of  foundation  which  differs  from 
the  first  described  by  a  brace  being  run  across,  combining 
the  outboard  pillow  block  part  with  the  main  body  of  the 
foundation,  and  the  bolts  being  masoned  into  the  brick- 
work, the  foot  ends  passing  through  a  broad  washer. 

This  foundation  is  generally  used  for  tangeye  bed 
engines,  which  usually  run  at  medium  speed.  The  founda- 
tion used  for  high  speed  self-contained  engines  is  shown  in 
Fig.  8 ;  it  simply  consists  of  a  solid  body  of  brick-work. 

It  is  very  often  the  case  that  a  timber  foundation  is  found 
to  be  the  best,  or  indeed,  the  only  practicable  foundation 
for  an  engine  or  for  a  heavy  machine.  The  number  of 

NOTE. — Foundation  bolts  should  be  held  in  position  by  a  wooden 
template  with  bolt  holes  corresponding  to  those  in  the  engine  base.  It 
is  better  not  to  build  the  foundation  solidly  around  the  bolts,  except  at 
the  extreme  bottom.  Space  should  be  left  around  each  bolt,  increasing 
toward  the  top,  so  that  at  its  upper  end  the  bolt  has  a  play  of  one  or 
two  inches. 


34        New  Catechism  of  the  Steam  Engine. 


ENGINE  FOUNDATION* 


New  Catechism  of  the  Steam  Engine.        jj 

ENGINE  FOUNDATIONS. 

semi-portable  steam  engines  used  to  run  dynamos  during 
engineering  work  of  more  or  less  duration,  makes  it  desira- 
ble to  have  a  method  of  holding  the  machine  down,  which 
will  permit  of  "pulling  up  stakes"  on  short  notice  and 
settling  again  promptly  at  a  greater  or  less  distance.  In 
such  cases,  heavy  beams  may  be  used  for  bed  timbers,  and 
to  these  the  engine  held  down  by  bolts,  or,  indeed,  by  long 
lag  screws  ;  in  all  cases  the  thread  and  bearing  surfaces  of 
heads,  washers,  etc.,  being  smeared  with  grease  and  graphite 
(black  lead)  before  running  up.  The  lengthwise  timbers  to 
which  the  engine  is  bolted  may  very  easily  be  secured  to 
heavy  cross  timbers  (to  givejboth  weight  and  lateral  rigidity) 
by  dovetail  wedges  of  yellow  pine,  as  shown  in  Figs,  pa 
and  pb.  In  Fig.  pa  only  one  edge  of  the  lengthwise  balk 
is  dovetailed,  and  the  wedges  alone  the  other  side  have  one 
flat  bearing  side. 

In  Fig.  Qb  both  sides  of  the  lengthwise  timbers  are 
dovetailed,  and  the  wedges  are  cut  to  correspond.  Where 
the  wedges  have  one  vertical  face  in  contact  with  the 
lengthwise  beam,  as  in  Fig.  pa,  they  should  have  more 
vertical  bearing  surface,  as  there  indicated. 

Such  a  frame  may  be  locked  together  in  short  order,  and 
dismantled  quickly  and  without  injury  to  the  timbers. 
When  in  service  it  may  be  weighted  down  by  rocks  or  odd 
castings,  or  similarly  wedged  to  lengthwise  timbers  parallel 
to  those  on  which  the  engine  rests. 

Timber  foundations  may  also  be  fastened  together  by 
dogs  of  this  outline  f"  ""} ;  and  this  mode  is  not  so  bad 
where  round  logs  are  used  for  the  heavy  cross-pieces ;  but 
when  dogs  are  used  care  should  be  taken  that  they  always 
run  obliquely  across  the  intersection  of  two  timbers  and 
never  parallel  with  either  of  those  which  they  join.  This 
applies  the  "  diagonal  brace '  principle.  If  this  is  neglected 
the  structure,  if  the  under  timbers  are  round  and  lie  cross- 
wiac  of  the  cylinder-bore,  will  very  promptly  work  itself  to 


New  Catechism  of  the  Steam  Engine. 


ENGINE  FOUNDATIONS. 


New  Catechism  of  the  Steam  Engine. 


ENGINE  FOUNDATIONS. 


Fig.  9b. 


Fig.  90. 


Fig.  9d. 
TIMBER  FOUNDATIONS. 


38        New  Catechism  of  the  Steam  Engine. 

ENGINE  FOUNDATIONS. 

pieces ;  and  in  any  case,  for  every  dog  that  leans  in  one 
direction  there  must  be  another  which  leans  in  the  opposite 
direction.  The  reason  for  this  is  seen  in  Figs,  pd  and  10. 
The  dog  shown  in  Fig.  10  does  not  properly  resist  a 


Fig.  ia    TIMBER  FOUNDATIONS. 

lengthwise  thrust  from  right  to  left,  as  shown  by  the  arrow 
in  Fig.  Qd.  Where,  however,  as  shown  in  Fig.  90,  each 
dog  has  another  one  opposed  to  it,  the  hinge  business  ig 
effectually  done  away  with.  Dogs  are  only  desirable  where 
round  timbers  are  used,  as  these  afford  less  wedging  surface 
than  square  ones. 


Fig.  ji.    MODEI,  POWER  STATION; 


New  Catechism  of  the  Steam  Engine.        39 


PARTS  OF  THE  STEAM  ENGINE. 


Pig.  12.    STEAM  ROLLER. 

Ques.    What  is  the  most  important  part  of  a  steam  engine  ? 

ANS.  The  cylinder,  because  within  its  compass  is 
accomplished  the  change  of  energy  of  the  fuel  into  the 
work  the  engine  is  designed  to  perform. 

Ques.  Why  is  the  cylinder  the  most  approved  form  for  its  office  of 
transforming  the  energy  of  combustion  into  work  ? 

ANS.  Because,  1st,  the  circular  form  is  the  strongest; 
2d,  it  is  easier  to  make  and  repair;  and  3d,  it  is  best 
adapted  to  fit  the  round  form  of  the  piston. 

Ques.     Name  some  of  the  parts  and  uses  of  the  steam  cylinder? 

ANS.  Cylinder  heads,  with  the  studs  or  bolts  to  hold  it 
to  the  flange,  also  the  bolts  to  hold  it  to  the  frame  ;  cylin- 
der jackets,  to  prevent  condensation.  Fig.  13  and  Fig.  14 
show  in  outline  the  parts  and  names  of  the  steam  cylinder 
and  the  valve  chest  and  valve. 

NOTE.— In  the  elementary  form  of  the  steam  engine  the  cylinder 
served  the  triple  purpose  of  boiler,  engine  and  condenser.  In  after 
history  the  boiler  and  condenser  were  made  into  separate  parts  to  form 
and  condense  the  steam  while  *he  cylinder  is  used  for  its  true  office — 
the  convertion  of  the  energy  in  the  steam  into  mechanical  power. 


40        New  Catechism  of  the  Steam  Engine. 


STEAM  CYLINDER  AND  VALVE. 


Fig.  13  and  Fig.  14.    STEAM  CYLINDER  AND  VAI,VB. 

See  "a."  See  "b." 

Parts  of  the  cylinder,  see  Fig.  13,  "a9' :  i,  bore  of  cylin- 
der; 2,  counter  bore;  3,  flanges;  4,  cylinder  heads:  5, 
stuffiing  box ;  6,  gland. 

Parts  of  the  valve  chest,  see  Fig.  14,  "  b  " :  I,  steam  ports ; 
2,  exhaust  ports ;  3,  slide  valve ;  4,  valve  stem  stuffing  box ; 
5,  valve  stem  gland ;  6,  cylinder  head  stud  bolts ;  7,  valve 
chest  cover ;  8,  valve  chest  flanges ;  9,  steam  inlet. 

NOTE. — In  spite  of  all  improvements,  the  cylinder  acts  in  nearly  all 
engines  as  a  steam  generator  and  condenser — at  certain  parts  of  the 
stroke  of  the  piston  the  steam  condenses  and  at  other  parts  it  re-evapor- 


New  Catechism  of  the  Steam  Engine.        41 


THE  STEAM   PISTON. 

This  is  a  circular  disc  fitted  to  the  bore  of  the  cylinder 
and  which  receives  and  transmits  the  pressure  of  the  steam 
to  the  other  moving  parts  of  the  engine.  Fig.  15  exhibits 
an  approved  form  of  the  steam  piston  with  the  piston  head 
or  "  follower  plate  "  removed  so  as  to  show  the  interior 
construction. 


Pig.  15.    THE  STEAM  PISTON. 

Parts  of  the  steam  piston  are  shown  and  may  be  defined 
thus :  i,  piston  web ;  2,  bull  ring ;  3,  follower  bolt  holes ;  4, 
packing  ring ;  5,  packing  springs ;  and  6,  steam-tight  joints. 

The  forms  of  pistons  are  innumerable  according  to  the 
varying  size  of  the  cylinders  they  are  designed  to  fit,  but 
there  are  two  things  necessary  for  all;  they  should  be 
steam  tight  and  yet  so  adapted  to  the  bore  of  the  cylinder 
that  they  move  with  the  least  possible  friction.  Besides, 
they  should  be  strong  enough  to  meet  the  unequal  strains 
of  the  pushing  of  the  steam  and  to  hold  the  end  of  the 
piston  rod  immovable. 


New  Catechism  of  the  Steam  Engine. 


THE  CROSSHEAD. 

This  is  the  device  which  forms  the  connection  between 
the  piston  rod  and  the  connecting  rod  ;  it  is  similar  to  the 
joints  of  the  human  body ;  it  guides  the  piston  rod  so  as  to 
keep  it  straight,  in  spite  of  the  bending  motion  caused  by 
the  angularity  of  the  connecting  rod. 

Fig.  17  exhibits  a  crosshead  partly  in  section  so  as  to 
show  the  method  of  adjusting  the  guides.  Such  as  this  are 
frequently  used  on  girder  frame  engines. 

The  names  of  parts  are  as  follows:  I,  crosshead  body; 
2,  slippers;  3,  gibs;  4,  wrist  pin;  5,  piston  rod  socket;  6, 
set  screw ;  7,  jam  nuts ;  8,  slot  for  piston  rod  key. 


FiG.2 


Fig.  16.    CONNECTING  ROD  ENDS. 

THE  CONNECTING  RODS. 

A  crank  is  a  lever  or  bar  movable  about  a  centre  at  one 
end.  This,  in  the  steam  engine,  allows  the  conversion  of 
reciprocating  or  sliding  motion  into  circular  motion.  The 
connecting  rod  is  the  device  used  between  the  crank  and 
the  crosshead.  Fig.  16  shows  three  forms  of  connecting 
rod  ends. 


New  Catechism  of  the  Steam  Engine.        43 

THE  CONNECTING  ROD. 

Fig.  1 8  shows  the  details  of  the  two  ends  of  a  connecting 
rod,  the  names  and  numbers  are  as  follows:  I,  crank  pin 
key;  2,  crank  pin  gib;  3,  crank  strap;  4,  crank  brasses;  5, 
connecting  rod  and  crank  pin ;  6,  wrist  pin  brasses ;  7,  wrist 
pin  gib;  8,  wrist  pin  strap;  9,  set  screws;  IO,  crosshead 
end  of  connecting  rod. 


Fig.  17.    CROSSHKAD. 


\ 


Fig.  18.    CONNECTING  ROD  ENDS. 


It  may  be  remarked  that  the  centre  of  the  crank  pin  end 
of  the  connecting  rod  moves  in  a  true  circle,  while  the  cen- 
tre of  the  opposite  end  has  the  reciprocating — back  and 
forth— rectilinear  motion. 


New  Catechism  of  the  Steam  Engine. 


Fig.  19.    THE  ECCKNTWC. 


New  Catechism  of  the  Steam  Engine.         4$ 

THE   ECCENTRIC. 

The  eccentric  is  a  species  of  a  crank;  its  peculiarity 
being  that  the  "  crank  pin  "  is  increased  to  such  a  size  that 
it  exceeds  the  diameter  of  the  shaft.  The  distance  between 
the  centre  of  the  crank  pin  and  the  centre  of  the  shaft 
being  "  the  radius  of  eccentricity  "  which  is  the  distance 
between  the  centre  of  the  disc  and  the  centre  of  the  shaft, 
see  Fig.  19,  "  i  "  and  "  2." 

Fig.  19  is  a  drawing  in  outline  of  an  eccentric,  the  parts 
of  which  may  be  described:  I,  shaft  centre;  2,  eccentric 
centre;  3,  radius  of  eccentric;  4,  eccentric  strap;  5,  set 
bolts ;  6,  eccentric  rod  ;  7,  eccentric  rod  foot. 

THE  GOVERNOR. 

The  governor  is  the  ruling  spirit  of  an  engine.  The  use 
of  a  governor  of  any  kind  is  to  supply  more  or  less  energy 
to  the  engine  as  needed.  Where  the  changes  of  load  are 
liable  to  be  very  great,  or  where  absolute  uniformity  of 
speed  of  rotation  is  not  essential,  the  regulation  is  frequently 
performed  by  hand,  as  in  the  case  of  locomotives,  hoisting 
engines,  etc.  Where  the  speed  remains  constant,  how- 
ever, as  in  the  case  of  factory  engines,  etc.,  the  prime 
mover  is  always  equipped  with  a  governor  which  will  auto- 
matically vary  the  supply  of  water,  gas  or  steam,  as  the 
case  may  be,  in  proportion  to  the  demands  made  upon  it 
and  in  such  a  manner  as  to  keep  the  speed  of  rotation 
constant,  under  varying  loads. 

In  steam  engines  there  are  two  methods  of  varying  the 
supply  of  energy. 

First. — By  varying  the  pressure  under  which  it  is  admit- 
ted to  the  cylinder. 

Secondly. — By  varying  the  point  of  the  stroke  at  which 
it  is  cut  off  and  allowed  to  expand. 

NOTK.— The  "throw  "  of  the  eccentric  is  equal  to  twice  the  eccen- 
tricity. 


New  Catechism  of  the  Steam  Engine. 


THE  GOVERNOR. 


Fig.  20.    THE  GOVERNOR. 

NOTE. — A  shaft  governor  regulates  the  speed  of  the  engine  by  chang- 
ing the  cut-off  for  ordinary  variations  of  load.  An  inertia  governor  is 
also  a  shaft  governor,  but  uses  the  inertia  stored  in  the  wheel  itself  or 
another  moving  weight,  to  overcome  very  sudden  changes  on  the  load. 


New  Catechism  of  the  Steam  Engine         47 

THE  GOVERNOR. 

The  first  of  these  is  the  older  and  by  far  the  simpler  of 
the  two  methods.  The  governor  which  acts  according  to 
this  method,  or  throttling  governor,  a  simple  and  modern 
form  of  which  is  shown  in  Fig.  20,  is  too  well  known  to 
require  an  extended  description. 

Referring  to  Fig.  20,  the  names  of  the  parts  of  this 
important  adjunct  of  the  steam  engine  areas  follows:  I, 
standard ;  2,  governor  shaft ;  3,  governor  balls ;  4,  arms ; 
5,  stem  swivel ;  6,  pivots;  7,  gears;  8,  pulley;  9,  oil  holes; 
10,  stem;  n,  bonnet;  12,  stuffing  box;  13,  gland;  14, 
gland  box;  15,  valve  discs;  16,  valve  seats;  17,  stem 
guard;  1 8,  throttle  valve  flange;  19,  valve  chest  flange. 

The  device  shown  in  the  figure  is  the  well  known  "  ball " 
or  throttling  governor.  This  operates  upon  the  princple 
in  physical  science  explained  under  the  heading  of  "  centri- 
fugal force  " ;  also  under  heading  "  elementary  mechanics  " 
in  technical  literature,  thus : 

A  body  in  motion  tends  to  move  in  a  straight  line. 

A  body  when  moving  cannot  stop  itself  or  change  its 
motion,  and  unless  acted  on  by  some  other  body  will  go 
on  in  the  same  direction  and  at  the  same  speed  forever. 

Inertia  is  that  property  of  matter  by  which  it  is  of  itself 
incapable  of  changing  its  state  whether  in  motion  or  at 
rest.  It  takes  some  time,  however,  to  put  a  body  in 
motion  or  change  its  direction. 

The  governing  forces  of  the  ball  (fly-ball)  governor  con- 
sist  of  centrifugal  force  opposed  by  gravity.  Familiar 
modifications  of  this  construction  are  provided  with  springs 
as  a  substitute  for  gravity.  Shaft  governors  or  shifting 
eccentric  governors,  represent  another  type  where  springs 
are  used  to  oppose  centrifugal  force. 

Very  much  more  upon  this  subject  will  be  found  in 
other  parts  of  the  work  given  in  connection  with  descrip- 
tion of  particular  engines  and  also  under  the  heading  of 
"  Care  and  Management  of  the  Steam  Engine." 


48        New  Catechism  of  the  Steam  Engine. 


PIPING  OF  THE  STEAM  ENGINE. 

The  two  principal  pipes  of  the  ordinary  engine  are: 
first,  the  main  steam  pipe  which  leads  from  the  boiler  to 
the  engine ;  and  second,  the  exhaust  pipe — that  which 
wastes  the  steam  into  the  atmosphere  after  it  has  done  its 
work. 

There  are  also  cylinder  drain  pipes  to  carry  off  the  water 
formed  by  the  condensation  of  the  steam. 

Points,  relating  to  Piping  an  Engine. 

1.  Run  steam  and  exhaust  pipes  as  straight  as  possible. 
If  they  must  be  over  fifty  feet  long  use  one  size  larger  pipe. 

2.  It  should  be  of  such  ample  size  as  to  cause  as  little 
friction  as  possible. 

3.  It  should  be  well  covered  to  prevent  condensation. 

4.  The  corners  should  be  well  rounded  and  be  as  free  as 
possible  from  flanges  and  valves. 

5.  The  exhaust  pipe  should  be  of  ample  size. 

6.  The  exhaust  pipe  should  also  be  covered  with  non- 
conducting material  where  the  exhaust  steam  is  to  be  used 
for  heating  purposes,  at  least  to  the  point  where  it  is  drawn 
into  the  heating  system. 

7.  Support  steam  and  exhaust  pipes  on  suitable  hangers. 

8.  Blow  the  main  steam  pipe  out  thoroughly  with  steam 
before  making  connection  to  throttle,  in  order  to  clear  it  of 
any  dirt  or  pieces  of  scale  which  might  otherwise  have  to 
work  out  through  the  engine. 

The  use  of  an  exhaust  pipe  head  is  obvious:  i,  this 
device  deadens  the  noise  on  high  speed  engines ;  2,  it  pre- 
serves the  roofs  from  the  disagreeable  effects  of  oil- 
impregnated  water  falling  upon  it. 

NOTK. — It  will  be  understood  that  in  the  marine  type  or  condensing 
engine,  the  exhaust  pipe  leads  to  the  condenser,  where  the  steam  is 
re-conrerted  to  water,  hence  there  i*  no  regular  exhaust  into  the  air  in 
low  pressure  engine*, 


New  Catechism  of  the  Steam  Engine.        49 


MATERIALS  AND  WORKMANSHIP  OF 
THE  STEAM  ENGINE. 

The  quality  of  the  materials  entering  into  the  construc- 
tion of  a  steam  engine  is  an  important  matter.  The  princi- 
pal factor  in  the  construction  of  a  steam  engine  is  the  cast 
iron.  It  is  not  alone  sufficient  that  castings  should  be 
smooth  and  sound ;  it  must  be  known  that  the  important 
qualities  of  strength  and  duration  are  not  lacking.  A 
strong,  hard  mixture  is  best  for  cylinders,  pistons,  rings, 
valves,  etc.,  while  a  softer  mixture  is  more  suitable  for 
other  parts  which  are  not  subject  to  wear. 

The  crank  shaft,  connecting  rod,  piston  rod,  crank  pin 
and  wrist  pin  are  commonly  forged  from  steel,  the  quality 
of  which  should  be  assured  by  a  reputable  maker  and  of  a 
specified  chemical  analysis. 

A  good  hard  brass  should  be  used  for  lining  wearing 
surfaces,  such  as  crank  pin  boxes,  wrist  pin  boxes,  etc. 

The  crank  shaft  bearings  are  generally  lined  with  babbitt 
metal,  made  after  an  approved  formula. 

Some  makers  prefer  to  use  a  good  quality  of  iron  in  place 
of  steel  for  the  larger  parts  of  the  engine,  such  as  crank 
shaft. 

,.  In  the  best  shops  cylinders  are  carefully  tested  for 
straightness  and  roundness  by  measuring  with  micrometer 
gauges  reading  to  the  one-thousandth  part  of  an  inch,  eight 
diameters  in  each  cylinder,  four  parallel  to  the  shaft  and 
four  at  right  angles  to  it.  Bushings  for  steam  chests  are 
turned  six  one-thousandths  of  an  inch  larger  than  the  bore 
of  the  steam  chest  castings,  which  is  the  allowance  we 
make  for  the  forcing  fit. 


go       New  Catechism,  of  the  Steam  Engine. 

CARE  AND  nANAGEflENT  OF  THE 
STEAfl  ENGINE. 

In  "  keying  up  "  an  engine,  the  engineer  should  know 
where  his  keys  are  before  attempting  to  adjust  them — to 
know  this,  the  keys  should  be  marked  before  they  are  moved; 
this  is  best  done  with  a  lead  pencil,  for  if  it  is  found  that 
the  key  has  been  driven  too  far  it  can  be  easily  put  back  to 
its  former  position  and  when  the  machine  is  running  in  a 
satisfactory  way,  the  marks  can  easily  be  removed. 

It  is  also  better  to  key  up  an  engine  in  the  morning 
rather  than  at  night ;  if  it  is  done  at  night,  the  engineer 
does  not  know  "  what  a  night  may  bring  forth  "  nor  that 
he  will  be  in  his  place  in  the  morning. 

For  all  joints  that  have  to  be  broken  and  remade  fre- 
quently the  ground  joint  is  the  best. 

By  its  use  one  does  not  have  to  bring  everything  to  a 
standstill  while  a  gasket  is  being  hunted  up  or  being  cut, 
all  the  while  the  delay  costing  money.  The  occasions  for 
doing  this  should  be  as  few  as  possible. 

In  putting  rubber  packed  joints  together  use  either 
graphite  or  chalk  to  prevent  the  rubber  adhering  to  the 
iron  when  the  joint  has  to  be  remade. 

In  packing  a  stuffing  box  it  is  of  the  first  importance 
that  the  piston  rod  should  be  in  line  and  be  smooth  ;  if  the 
rod  is  scored,  or  rusty,  it  should  be  smoothened  with  emery 
cloth,  otherwise  it  will  act  upon  the  packing  in  the  same 
manner  as  a  file. 

Measure  the  packing  around  the  rod,  and  cut  it  to  exact 
lengths.  A  very  good  device  for  cutting  packing,  is  a  piece 
of  hard  wood,  turned  to  the  exact  diameter  of  the  rod. 

NOTE. — Many  engineers  measure  the  packing  rings  to  length  and 
then  cut  it,  but  this  is  not  the  best  way,  for  the  ends,  after  the  packing 
is  bent  around  the  rod,  will  not  come  together  flush.  It  is  good  prac- 
tice to  put  a  little  graphite  in  the  stuffing  box,  when  packing,  as  this 
will  lengthen  the  life  of  the  packing  and  decrease  the  friction. 


New  Catechism  of  the  Steam  Engine.        $1 

CARE  AND  MANAGEMENT. 

By  winding  a  ring  of  packing  around  this,  it  can  be  cut 
off  to  fit  the  rod  to  perfection  ;  always  break  joints  by  put- 
ting them  opposite  each  other,  in  adjoining  rings ;  never 
set  up  too  tight,  for  if  a  stuffing  box  is  perfectly  packed,  it 
will  hold  tight  with  but  little  tension  on  the  gland,  and  if 
packing  is  jammed  too  tight,  much  power  is  lost  in  friction. 

If  the  speed  of  the  engine  is  changed,  care  should  be 
taken  to  adjust  the  springs  so  that  the  sound,  when  they 
are  tapped  with  a  hammer  is  as  near  alike  as  possible. 
Different  sounds  indicate  an  unequal  tension,  and  the 
result  of  unequal  strain  may  be  "  racing  "  of  the  engine. 

Care  should  be  taken  that  the  dash  pot  is  always  full  of 
machine  oil,  or  oil  of  a  heavier  grade,  or  else  glycerine,  as 
the  dash  pot  is  designed  to  give  stability  to  the  governor 
when  load  is  changed,  and  its  movement  must  not  be  too 
quick.  The  dash  pot  will  be  next  to  useless  if  the  filling 
part  is  neglected. 

When  the  piston  rings  do  not  properly  fit  the  cylinder 
bore  or  are  faulty  in  the  joints  loss  is  caused  by  allowing 
steam  to  blow  from  the  admission  end  past  the  piston  into 
the  opposite  end,  which  is  open  for  the  exhaust. 

A  good  way  to  ascertain  if  the  piston  is  leaky  is  to  put 
the  engine  on  the  dead  center  on  the  crank  end.  Then 
take  off  the  cylinder  cover  on  the  head  end  and  admit 
steam  back  of  the  piston.  If  it  leaks  the  leak  can  readily 
be  seen. 

Another  method  is  to  place  the  engine  on  the  center — 
no  matter  which  one — and  if  the  cylinder  is  piped  for  indi- 
cator, open  cock  from  opposite  end  from  which  steam  is 

NOTE. — Many  engines  are  so  constructed  that  the  space  around  the 
piston  rod  gland  is  quite  small,  and  so  we  would  suggest  that  a  short 
solid  wrench  be  made  for  use  in  such  cases,  and  always  be  kept  in  a 
convenient  place.  As  it  is  seldom  or  never  necessary  to  use  much 
leverage  here,  a  large  one  will  not  be  needed  and  it  will  be  much  more 
convenient  than  to  try  to  use  an  ordinary  monkey  wrench. 


52        New  Catechism  of  the  Steam  Engine. 

CARE  AND  MANAGEMENT. 

admitted.  While  this  method  would  give  gooa  results  il 
the  valve  was  tight,  it  would  not  give  the  desired  result  il 
the  valve  was  leaky. 

Packing  rings  that  are  found  to  be  too  small  for  the  cylin. 
der  bore  should  be  set  out  either  by  tightening  the  setting, 
out  bolts  or  by  peneing,  the  best  method  obviously  being 
determined  by  the  circumstances.  To  spread  a  ring  by 
peneing  its  inside  circumference  should  receive  a  succes- 
sion of  blows  from  the  ball,  or  pene,  of  the  hammer,  around 
its  entire  length,  and  care  should  be  taken  that  the  blows 
should  be  struck  as  nearly  as  possible  in  the  center  of  the 
ring  and  at  equal  distances  apart,  otherwise  the  ring  is  apt 
to  assume  more  or  less  of  a  spiral  form. 

To  secure  smooth  running  in  an  engine  the  packing  rings 
should  clear  the  bore  of  the  cylinder  a  little  at  each  end  of 
the  travel.  Many  engines  are  designed  so  that  the  rings 
travel  over  the  bore  about  1-32  inch. 

Graphite  has  proven  to  be  a  very  good  lubricant  for  en- 
gine cylinders  and  valves,  and  if  a  cylinder  or  valve  is  badly 
scored,  it  will  lodge  in  the  pits  and  scratches  of  the  rough 
surface,  and  restore  it  to  its  original  smoothness,  saving 
steam. 

The  graphite  may  be  fed  into  the  cylinder  by  means  of 
an  ordinary  tallow  cup,  but  it  is  best  to  use  a  specially 
made  cup  for  this  lubricant,  as  shown  in  Fig.  21- 

This  device,  as  well  as  several  oilers  and  lubricators  illus- 
trated in  this  book,  is  manufactured  by  the  Lunkenheimer 
Brass  Co.,  Cincinnati,  O. 

As  the  cup  is  made  for  the  purpose  of  feeding  graphite 
into  the  cylinder,  there  is  no  chance  for  it  to  lodge  in  a 


NOTE. — It  is  well  to  make  periodical  inspection  of  cylinder  to  ascer- 
tain whether  the  piston  has  lost  its  proper  alignment  by  wear  or  other 
cause,  if  the  cylinder  has  been  cut,  if  the  follower  bolts  are  secure  and 
free  from  fracture,  if  shoulders  have  been  formed  at  ends  of  bore  from 
improper  lining  of  connecting  rod,  whether  cylinder  oil  is  causing  de- 
terioration by  acid  which  it  may  contain,  etc. 


New  Catechism  of  the  Steam  Engine.         53 


CARE  AND  MANAGEMENT. 

recess  and  clog  up  the  feed  •  it  also  is  a 
sight-feed  lubricator,  as  will  be  noticed  in 
the  cut. 

Fig.  22  shows  a  way  of  attaching  these 
cups  to  Corliss  engines.  They  may  also 
be  attached  to  the  steam  pipe,  but  always 
below  the  throttle  valve,  as  the  graphite 
may  interfere  with  the  tight  closing  of  the 
valve. 

When  using  graphite,  an  oil  lubricator 
should  also  be  used,  but  the  quantity  of 
oil  can  be  reduced  considerably. 

When  taking  measurements  to  set  pis- 
ton  in  center  of  cylinder  don't  take  them 
from  the  bore,  but  always  from  the  counterbore.    The  rea- 
son for  this  is  that  while  the  bore  may  be  badly  worn, 


Fig.     21. 


Fig.   22-    GRAPHITE;  CUP  ATTACHED  TO  CORUSS  ENGINE  CYLINDER. 


NOTE.  —  Description  of  parts  o 
A  —  Graphite  regulating  valve.     B—  Steam  valve.     C  —  Filling  plug. 
E—  Nut  for  taking  cup  apart.     X  —  Drain  plug. 


54        New  Catechism  of  the  Steam  Engine. 


CARE  AND  MANAGEMENT. 

either  vertically  or  horizontally,  the  counterbore  receives 
no  wear  and  retains  the  original  alignment. 

When  an  engine  has  been  erected  or  overhauled  for  re- 
pairs, and  before  the  pistons  are  put  into  the  cylinders,  it 
should  be  "blown  through."  The  throttle  valve  being 
opened,  the  steam  allowed  to  blow  through  steam  chest 
and  ports  into  the  cylinder,  the  valve  gear  being  moved  by 
hand  so  that  the  steam  will  blow  through  the  parts  alter- 


Fig.    23.    DROP  LUBRICATOR. 


Fig.    24.    SPRAY  LUBRICATOR. 


nately.  If  by  accident,  nuts,  washers,  iron  dust  or  other 
substances  should  remain  in  the  passages  they  will  then  be 
dislodged  and  a  serious  menace  to  safety  removed. 

The  "  striking  points  "  should  be  located,  also  the  "  coun- 
terbores."  The  following  is  a  simple,  yet  effective  method 
of  finding  these  points.  After  the  piston  rod  has  been 
keyed  in  the  crosshead,  move  it  towards  the  crank  end 
until  the  "spider*'  brings  up  solidly  against  the  cylinder 

NOTE.— Description  o/"Fig.   24. 

A — Condensing  chamber.  B — Oil  reservoir.  C — Filling  plug,  D — 
Upper  steam  valve.  F — Drain  valve.  K — Lower  steam  valve.  L — 
Valve  fo  regulating  flow  of  oil  N — Indicator  glass.  P — Sight-feed 
glass.  R— Steam  pipe.  SS— Plugs  for  cleansing  and  replacing  glass. 
T—  Circulating  tube.  X — Spray  nozzle. 


New  Catechism  of  the  Steam  Engine.         55 

CARE  AND  MANAGEMENT. 

nead.  This  is  the  striking  point  for  this  end.  It  should 
be  located  on  the  guide  by  a  center  punch  mark  at  the 
crank  end  of  crosshead.  Move  the  crosshead  toward  the 
head  end  of  cylinder  until  the  turned  edge  of  spider  against 
which  the  ring  will  bear  comes  flush  with  the  counterbore. 
Mark  this  point  also  on  the  guide  at  same  end  as  before. 
Next  move  crosshead  along  and  put  in  packing  ring  and 
riding  ring.  After  these  are  in  position  move  piston  ahead 
until  the  ring  on  head  end  is  flush  with  the  counterbore. 
Locate  this  point  also  on  the  guide. 


Fig.    35.    DOUBLE  SIGHT  LUBRICA  Fig.    26.    AUTOMATIC 

TOR  FOR  COMPOUND  ENGINES.  LUBRICATOR. 

Put  cylinder  cover  on  head  and  move  piston  ahead  until 
it  strikes.  This  is  the  striking  point  for  head  end— locate 
on  guide  same  as  before.  This  makes  the  job  complete 
and  when  the  connecting  rod  is  put  up  it  can  be  lined  by 
these  marks  on  guides. 

The  piston  should  be  moved  through  cylinder  a  few 
times  to  see  it  everything  works  freely. 

NOTE.—  Description  0/"Fig.    23. 

B — Oil  reservoir.  C — Upper  valve.  B — Filling  plug,  F — Drain 
valve.  H — Union  to  connect  condenser  pipe  and  valve.  K — Discharge 
valve.  L — Valve  for  regulating  flow  of  oil.  N — Indicator  glass*  P — 
Sight- feed  glass.  Valve  to  draiii  or  blow  out  sight- feed  glass  P. 


New  Catechism  of  the  Steam  Engine. 


CARE  AND  MANAGEMENT. 

Follower  bolts  lose  much  of  their  original  strength  by 
reason  of  crystallization  caused  by  alternate  cooling  and 
heating.  A  comparatively  small  strain  will  sometimes 
fracture  a  bolt  that  has  been  in  use  some  years.  Many 
engineers  make  a  practice  of  renewing  these  bolts  at  cer- 
tain intervals  of  time,  and  the  practice  is  highly  commend- 
able. When  the  follower  has  been  taken  off  for  some 
reason  and  when  the  bolts  are  replaced,  it  is  the  best 
method  to  bring  them  up  to  a  bearing  before  putting  a 
strain  on  them  with  a  wrench. 

Every  engine  should  be  fitted  with  stationary  oilers  for 
crank-pin,  wrist-pin  and  all  other  places  where  the  bearing 
is  a  movable  one.  This  will 
enable  the  engine  to  be  run 
for  many  consecutive  hours,  if 
occasion  should  demand  it.  To 
be  obliged  to  shut  down  to  oil 
any  of  these  places,  is  to  show 
that  whoever  is  in  charge  of  the 
machine  has  failed  to  keep  up 
with  the  times.  See  Fig.  27- 

In  selecting  a  lubricator  for 
a  steam  engine  it  is  well  to  get 
one  that  is  so  constructed  that 
when  it  must  be  filled,  the  cylin- 
der oil  will  go  directly  into  the 
cup,  without  having  to  go 
through  a  long  crooked  passage, 
for  many  good  oils  are  thick  and 

it  is  not  always  convenient  to 

.,    ,     .  .         .       Fig.  27.    STATIONARY  OILING 

warm   an   oil   before   using  it.       DlJVIC1J  FOR  CROSS.HEAD 

AND 


New  Catechism  of  the  Steam  Engine.        57 

DUTIES  ON   FIRST  TAKING  CHARGE  OF 
A  STEAM   PLANT. 

After  examining  the  boilers  and  pipes  the  new  man 
should  carefully  inspect  the  engines  and  fittings,  as  a 
whole,  before  making  any  attempt  to  "  start  up " ;  he 
should  be  as  cautious  and  deliberate  about  this  as  a  soldier 
in  the  enemy's  country,  for  reasons  which  it  were  better 
hot  to  enlarge  upon. 

After  a  general  overlooking,  the  second  thing  should  be 
a  minute  inspection  of  each  individual  part,  of  all  cocks,  of 
the  oil  cups,  set  screws,  keys,  joints,  etc.  This  examina- 
tion should  be  by  hand  and  eye  assisted  by  previous  ex- 
perience, for  no  man  should  "  take  charge  "  without  pre- 
vious knowledge  of  engineering. 

Next,  "turn  the  engine  over,"  slowly  by  hand — some 
assistance  may  be  needed  here,  if  there  are  no  mechanical 
means  for  turning  it  over.  If  all  is  right  the  engine  may 
be  "warmed  up"  and  turned  over  very  slowly  by  steam, 
making  six  or  seven  revolutions  as  slowly  as  possible,  and 
if  all  is  right,  the  speed  can  be  .very  gradually  increased. 
Now,  if  the  engine  should  race,  it  is  better  to  shut  down 
and  examine  the  governor,  for  it  may  stick ;  this  can  be 
caused  by  a  bent  valve  stem,  or  other  parts  being  worn,  so 
there  are  shoulders  interfering  with  the  motion,  it  also  can 
be  caused  by  the  gumming  of  impure  oil,  which  should  be 
removed  with  benzine. 

If  the  engine  is  pounding,  search  for  the  cause  of  the 
trouble,  but  do  not  attempt  too  soon  to  remedy  it,  and 
after  stopping  set  up  the  keys  a  little,  but  do  not  try  to  do 

NOTE. 

I.    Are  the  keys  set  tip  too  tight  which  may  overheat  a  bearing? 
2      Are  the  old  liners  on  the  crank  and  cross-head  brasses  in  such 
condition  as  to  make  safe  the  length  of  the  rods? 

3.  Is  the  governor  sensitively  active  ? 

4.  Is  tbf  fly-wheel  keyed  on  properly? 


$8        New  Catechism  of  the  Steam  Engine. 

QUESTIONS  AND  ANSWERS. 

it  all  at  once,  but  give  the  engine  a  chance  to  wear  into 
her  new  bearings  and  at  the  next  stop  take  up  a  little  more 
of  the  "lost  motion." 

If  the  crank  and  wrist  pin  boxes  are  loose,  do  not  at- 
tempt to  remedy  it  all  by  setting  up  on  the  keys,  but  put 
in  a  liner  of  suitable  size,  to  keep  the  clearance  nearly 
equal  on  both  ends  of  the  cylinder.  The  next  thing  relates 
to  the  economy  of  daily  operation  and  here  the  engineer, 
with  the  indicator  and  the  necessary  brains  to  use  it  is  far 
ahead. 

After  the  engineer  has  passed  his  first  day  in  a  new 
steam  plant,  his  greatest  trouble  is  passed,  and  although 
he  needs  not  fear  any  more  disaster  from  his  predecessor's 
mistakes,  he  always  should  be  extra  careful  in  starting  up. 


QUESTIONS    AND    ANSWERS    RELATING 
TO  THE  STEAM  ENGINE. 

Ques.  How  can  you  tell  that  an  engine  will  not  race  dangerously 
should  the  main  belt  break,  or  the  governor  belt  break  ? 

ANS.  On  a  Corliss  engine  are,  besides  the  trip  cams, 
safety  cams,  which,  if  they  are  properly  adjusted,  and  the 
device,  which  prevents  the  governor  from  dropping  to  its 
lowest  position  is  disengaged,  (as  it  should  be)  when  the 
engine  is  running,  these  will  guard  against  racing  when  the 
governor  belt  breaks,  by  not  allowing  the  hooks  to  take 
hold  of  the  catch  blocks,  thus  not  opening  the  steam 
valves.  If  the  main  belt  should  break,  the  steam  will  be  cut 
off  earlier  during  the  stroke,  and  thus  regulate  the  speed. 

On  many  shaft  governors  as  well  as  throttling  governors 
also  safety  devices  are  employed,  to  guard  against  racing 

NOTE. — These  are  given  as  specimens  of  the  "  questions  "  once  used 
by  an  Examining  Board  of  Engineers  to  test  the  qualifications  of  ap- 
plicants for  a.  first  class  license.  The  answers  are  those  given  by  a 
practical  engineer. 


New  Catechism  of  the  Steam  Engine.         59 

QUESTIONS  AND  ANSWERS. 

in  case  of  accident  to  governor  or  belt.  If  the  engine  is 
condensing,  air  should  be  admitted  to  the  condenser,  to 
destroy  the  vacuum. 

Ques.  Give  method  of  starting  large  compound  condensing  engine, 
jet  condenser  direct  connected? 

ANS.  Heat  the  engine  up  by  admitting  steam  to  the 
cylinders,  and  driving  the  air  out,  also  allow  the  steam  to 
blow  into  the  jet  condenser,  to  drive  the  air  out,  then  open 
your  injection  valve  so  a  vacuum  is  formed  in  the  con- 
denser, and  allow  the  engine  to  move  around  slowly  for  a 
few  minutes  before  giving  full  speed. 

The  pumps  of  a  direct  connected  condenser  being  driven 
by  the  main  engine  are  started  by  starting  the  engine. 

Ques.  In  keying  up  crank-pin  and  wrist-pin  brasses,  give  two  rea- 
sons for  use  of  the  ' '  shim, ' '  and  under  which  brass  it  is  put,  and  why  ? 

ANS.  The  length  of  the  connecting  rod  is  reduced  by  the 
constant  keying  up,  and  thus  the  piston  would  travel  much 
nearer  the  front  cylinder  head,  and  in  time  may  strike  it. 

Also  the  setting  up  by  the  key  is  limited,  by  its  length 
and  the  amount  of  clearance  given  it  in  the  strap.  To 
remedy  this  "shims"  or  "liners"  should  be  laid  under 
the  brass,  which  is  next  to  the  end  of  the  rod.  In  some 
styles  of  connecting  rods  the  distance  between  crank  and 
wrist-pin  centres  is  lengthened  by  keying  up,  and  the 
shims  should  be  laid  under  the  brass,  furthest  from  the 
rod,  i.  e.,  between  brass  and  strap. 

Ques.  Is  it  necessary  in  setting  valves  to  block  up  governor?  In 
what  positions  would  you  block  it  ?  Explain  in  detail  what  you  would 
do,  or  what  points  to  look  out  for  when  governor  is  so  blocked  ? 

ANS.  By  setting  the  valve  of  a  throttling  engine,  it  is 
not  necessary  to  block  up  the  governor.  But  with  an  auto- 
matic engine  it  is  necessary,  because  the  governor  in  this 
case  controls  the  valve.  The  governor  should  be  blocked 
in  the  position  it  stands,  when  the  engine  is  running  with 
its  ordinary  load,  and  the  steam  pressure  commonly  car- 
ried. When  the  governor  is  so  blocked,  the  valve  should 
be  set  so  as  to  give  an  equal  cut-off  on  both  strokes* 


60        New  Catechism  of  the  Steam  Engine. 


QUESTIONS  AND  ANSWERS. 

Ques.    Give  two  reasons  why  "  lead  "  is  usually  given  a  valve? 

ANS.  Lead  is  given  a  valve,  to  have  full  steam  pressure 
upon  the  piston,  at  the  beginning  of  the  stroke,  also  to 
assist  in  getting  the  reciprocating  parts  to  a  dead  standstill 
when  the  engine  is  passing  the  center.  Thus  relieving  the 
crank  pin  of  undue  strain. 

Ques.    How  do  you  set  the  valves  of  a  common  slide-valve  engine  ? 

ANS.  First  turn  the  engine  on  the  center  and  set  the 
eccentric  at  right  angles  to  the  crank.  Second  set  the 
valve  central  of  its  travel  by  means  of  lengthening  or  short- 
ening the  valve  stem,  and  then  turn  the  eccentric  around 
the  shaft,  (leading  the  crank  if  there  is  no  rocker  arm)  till 
the  valve  has  the  necessary  lead. 

Ques.  If  the  valve  stem  of  steam  valve  of  a  Corliss  engine  should 
break,  what  could  be  done  to  prevent  a  shut  down  ? 

ANS.  Turn  the  valve  with  the  broken  stem  so  that  it 
will  cover  the  steam  port,  and  if  possible  block  it  in  posi- 
tion, disconnect  the  exhaust  valve  rod  on  the  same  side 
from  the  wrist  plate  and  turn  the  valve  so  as  to  be  con- 
stantly open.  The  engine  will  then  run  single-acting,  only 
develop  ^  its  power,  and  will  not  run  quite  as  steady. 

Ques.     How  do  you  figure  horse  power  of  compound  engine  ? 

ANS.  The  most  ready  method  to  figure  the  horse  power 
of  a  compound  engine  is  by  figuring  each  engine  separate 
and  adding  their  power  together. 

Ques.  How  and  when  is  a  cylinder  most  likely  to  be  flooded  from 
condenser  ? 

ANS.  If  the  condenser  is  a  surface  condenser,  the  cylin- 
der can  be  flooded  by  leaky  tubes  in  the  condenser.  By  stop- 
ping the  engine  and  air  pump  the  condenser  will  fill  with 
water  and  thus  flood  the  cylinder.  With  a  jet  condenser  it 
will  happen  by  neglecting  to  close  the  injection  valve. 

NOTE.— This  man  did  not  get  his  papers.  QUES.  What  is  a  horse 
power  ?  ANS.  The  power  of  a  horse.  QuES.  What  is  the  power  of  a 
horse?  ANS.  His  strength.  QUES.  What  is  his  strength?  ANS. 
How  much  he  can  pull.  QUES.  How  much  can  he  pull?  ANS.  It 
depends  upon  what  kind  of  a  horse  it  is.  The  examining  engineer: 
Well,  go  away  and  find  out  what  kind  of  a  horse  it  is. 


New   Catechism  of  the  Steam  Engine.         6r 
QUESTIONS  AND  ANSWERS. 

Ques.  Do  you  open  injection  valve  before  or  after  starting  engine, 
and  in  stopping  is  it  closed  first  or  last  ?  Why  ? 

ANS.  The  injection  valve  should  be  opened  after  the 
engine  is  warmed  up  and  the  air  driven  out  of  the  con- 
denser, the  engine  should  be  started  immediately  after  the 
valve  is  opened. 

By  shutting  down,  shut  the  throttle  first,  and  after  the 
engine  has  made  one  or  two  turns,  close  the  injection  valve,  if 
there  is  an  independent  air  pump,  this  should  be  stopped  last. 

In  starting  the  engine,  a  vacuum  has  to  be  formed  before- 
hand, otherwise  the  exhaust  of  the  engine  would  have  no 
chance  to  escape,  if  no  automatic  relieve  valve  is  provided, 
and  there  soon  would  be  pressure  in  the  condenser.  In 
shutting  down  the  injection  valve  should  be  closed  after 
shutting  the  throttle  for  the  same  reason,  but  should  be 
closed  shortly  afterwards,  to  destroy  the  vacuum,  otherwise 
the  engine  may  continue  to  run  on  atmospheric  pressure 
for  a  long  time,  if  lightly  loaded. 

Ques.     Give  several  ways  vacuum  may  be  lost. 

ANS.  Vacuum  may  be  lost  partly  or  wholly  by  a  leak 
in  the  condenser,  a  leaking  stuffing  box  on  the  low  pressure 
cylinder,  a  leaky  air  pump,  dislocation  of  the  valves  of  the 
air  pump,  not  enough  circulating  water,  the  circulating 
water  too  warm,  the  circulating  pump  being  out  of  order, 
leaky  pistons,  leaky  valves  in  cylinders.  In  a  jet  condenser, 
injection  water  too  warm  and  too  much  of  it,  not  enough 
injection  water,  or  the  spray  may  be  clogged. 

Ques.  With  ordinary  cross-compound  high-pressure  piston  stuck 
on  center,  how  can  engine  be  started  without  barring  wheel  ? 

ANS.  By  admitting  steam  to  the  low  pressure  piston  by 
means  of  a  by-pass  valve  on  the  receiver. 

Ques.  In  triple  engine  with  second  cylinder  doing  much  more 
work  than  low  pressure,  how  can  cut-off  be  best  adjusted  in  either 
cylinder  to  balance  load  between  cylinders? 

ANS.  By  shortening  the  cut-off  on  the  low  pressure 
cylinder,  thus  increasing  the  back  pressure  on  the  inter- 


62         New  Catechism  of  the  Steam  Engine. 

QUESTIONS  AND  ANSWERS. 

mediate,  and  lengthening  the  cut-off  on  the  intermediate, 
reducing  the  pressure  on  it,  also  the  back  pressure  on  the 
high  pressure  cylinder. 

Ques.  What  is  effect  on  receiver  pressure  of  cutting  off  later  in 
first  cylinder  ? 

ANS.  The  receiver  pressure  will  be  raised  and  the  en- 
gine will  perform  more  work.  The  low  pressure  piston,  ir 
this  case,  will  perform  more  work  than  the  high  pressure 
piston.  On  the  former  the  pressure  is  increased,  while  on 
the  latter  the  back  pressure. 

The  cut-off  has  to  be  regulated  for  both  cylinders,  to 
make  them  perform  even  share  of  the  work. 

Ques.  What  is  the  meaning  of  the  term  "  duty  "  as  applied  to  the 
steam  engine  ? 

ANS.  The  work  of  which  the  engine  is  capable  of  per- 
forming on  a  given  fuel  consumption.  This  is  usually  cal- 
cnlated  for  the  pounds  of  coal  per  indicated  horse  power, 
per  hour. 

Ques.    What  is  a  reverse  valve  ? 

ANS.  It  is  a  valve  used  to  reverse  the  motion  of  steer- 
ing  or  elevator  engines  so  that  they  can  run  either  forward 
or  backward. 

Ques.     How  can  the  accuracy  of  the  piston  rod  be  best  known  ? 

ANS.  The  best  test  to  ascertain  whether  a  rod  is  sprung 
is  to  put  it  into  a  lathe  and  revolve  between  the  centers. 
When  a  lathe  is  not  accessible,  good  results  can  be  secured 
by  cutting  Vs  in  a  pair  of  wooden  blocks  of  equal  height 
and  revolving  the  rods  in  the  recesses. 

Ques.  What  provision  should  be  made  on  condensers  to  relieve  the 
pressure  of  the  exhaust,  in  case  the  vacuum  is  lost  ? 

ANS.  An  automatic  relief  valve  should  be  attached  to 
the  condenser  which  is  a  spring  or  weight  loaded  valve  and 
will  open  when  the  pressure  rises  to  a  certain  point,  the 
same  as  the  safety  valve  on  the  boiler.  When  the  engine 
is  working  condensing  the  valve  will  be  held  to  its  seat  by 
the  atmospheric  pressure  from  the  outside. 


New  Catechism  of  the  Steam  Engine. 


LINING  UP  A  HORIZONTAL  ENGINE. 

Ques.  If  high  pressure  valve  gear  should  be  broken,  how  could  you 
keep  compound  engine  running? 

ANS.  By  uncoupling  the  high  pressure  side,  removing 
the  high  pressure  valve  and  gearing,  so  as  to  give  free 
passage  to  the  steam  through  the  exhaust,  reducing  the 
steam  pressure,  and  if  possible,  closing  up  the  steam  ports 
of  the  high  pressure  cylinder  to  keep  it  from  filling  with 
condense  water.  If  there  is  a  valve  between  high  pressure 
cylinder  and  receiver,  close  this,  and  admit  steam  direct  to 
the  receiver. 


LINING  UP  A  HORIZONTAL  ENGINE. 

The  first  thing  to  be  done  is  to  remove  the  cylinder 
head,  piston,  piston-rod,  connecting-rod  and  cross-head, 
next, 

Fasten  a  board  across  the  flange  of  the  cylinder  with  two 
opposite  studs  and  their  nuts,  as  shown  in  Fig.  30,  and 
with  a  rule  find  the  center  of  the  cylinder  bore  (approx- 
imately), and  bore  a  one  inch  hole  through  the  board. 

Erect  a  standard  at  the  crank  end  of  the  engine,  as 
shown  in  Figs.  28  and  29,  and  bore  a  hole  through  it, 
about  the  heighth  of  the  center  of  the  cylinder  above  the 
floor. 

Fasten  the  end  of  a  very  fine  line,  but  sufficiently  strong 
to  be  drawn  tight,  without  sagging,  to  a  stick  about  2  or  3 
inches  in  length,  and  draw  it  through  the  hole  in  the  board 
which  is  fastened  across  the  cylinder  flange,  also  through 

NOTE. — In  lining  up  a  horizontal  engine,  attention  should  be  paid 
to  have  it  horizontal,  to  prove  that  it  is  so  have  a  line,  passed  through 
the  center  of  the  cylinder  and  guides,  and  tested  with  a  level,  the  shaft 
must. also  be  perfectly  level.  If  this  is  executed  with  exactness,  all 
other  parts  can  be  adjusted  more  easily.  If  the  engine  is  a  new  one,  it 
is  easier  to  do  this  than  with  an  old  engine,  as  there  has  been  no  wear 
on  any  of  the  parts. 


64        New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine. 


LINING  UP  A  HORIZONTAL  ENGINE. 

the  cylinder  and  stuffing  box,  and  finally  through  the  hole 
in  the  standard  ;  after  drawing  it  tight,  fasten  to  the  other 
end  a  similar  stick,  so  it  will  be  held  in  position. 

Now  with  a  pair  of  calipers,  or  a  stick  cut  to  the  exact 
length  of  one-half  the  cylinder  diameter  in  the  counterbore, 
center  the  line  at  the  head  end  of  the  cylinder. 

The  line  can  easily  be  moved  into  the  desired  position, 
by  shifting  the  small  stick  to  which  it  is  fastened,  and  this 
is  the  reason  that  the  hole  should  be  sufficiently  large. 

After  this  end  has  been  perfectly  adjusted,  center  it  in 
the  same  manner  with  the  stuffing  box ;  to  move  it  in  posi- 
tion on  this  end,  the  stick  on  the  standard  has  to  be  ad- 
justed, until  the  line  is  perfectly  central  with  the  stuffing 
box. 


This  line  is  the  center  line  of  the  engine;  and  all  other 
parts  have  to  be  adjusted  to  agree  with  it. 

The  first  thing  to  be  adjusted  should  be  the  shaft.  This 
may  be  adjusted  at  right  angles  with  the  line,  by  the  same 
operation,  as  described  under  lining  vertical  engines,  and 
can  be  leveled  by  placing  the  level  on  the  shaft. 

The  line  should  cross  the  crank  pin,  when  the  shaft  is  in 
its  proper  position,  at  the  middle  point  of  the  length  of 
the  pin  as  shown  in  Fig.  33-  and  when  the  shaft  is  turned 


66        New  Catechism  of  the  Sleam  Engine. 


LINING  UP  A  HORIZONTAL  ENGINE. 

over,  as  explained  hereafter,  the  same  point  should  touch. 
Now  the  guides  have  to  be  tested.  If  they  are  of  the  loco- 
motive style,  it  is  best  to  lay  a  straight  edge  across  the 
face  of  the  lower  guide,  and  measure  the  distance  from  the 
straight  edge  to  the  center  line  on  both  ends  of  the  guide, 
and  if  there  should  be  any  difference  it  should  be  corrected 
by  adjusting  the  guides. 


The  upper  guides  should  be  treated  in  the  same  manner, 
and  also  the  distance  between  the  guides  should  be  ad- 
justed to  the  proper  distance  for  the  cross-head. 

If  the  frame  is  of  the  girder  type,  as  in  Fig.  28,  it  is 
well  to  make  a  small  stick,  the  length  of  which  should  be 

1 


r        1 

j 

\ 

1   ! 

33- 


equal  to  the  distance  between  the  center  of  the  ridge  of 
the  guide,  and  the  line  at  one  end,  and  fasten  it  firmly  to 
a  piece  of  board,  one  edge  to  be  perfectly  straight,  as  illus- 
trated in  Fig.  31,  which  is  a  cross-section  through  the 
guides,  showing  the  application  of  the  gauge.  Move  this 


New  Catechism  of  the  Steam  Engine. 


LINING  UP  A  HORIZONTAL  ENGINE. 

gauge  along  the  guide,  keeping  the  lower  point  of  the 
stick  in  the  center  of  the  ridge,  and  note,  whether  the 
upper  point  varies  sideways  or  vertically  with  the  line. 

If  there  is  any  variation,  the  guide  is  worn  out  of  true, 
and  should  be  dressed  true,  with  a  coarse  file  and  scraper 
and  straight  edge. 

Proceed  in  the  same  way  on  the  top  guide. 

To  measure  whether  the  cylinder  is  worn  out  of  true, 
caliper  the  bore  of  the  cylinder  all  around  the  line,  and  if 
there  is  any  difference,  it  should  be  rebored  as  soon  as  con« 
venient. 


*•   34- 

To  ascertain  the  proper  alignment  of  the  eccentric,  fasten 
a  line  to  the  eccentric  rod  pin,  at  the  middle  of  its  length, 
and  by  holding  a  square  against  the  shaft,  press  the  line 
against  the  other  leg  of  the  square  near  the  shaft,  and 
move  both  square  and  line,  until  the  line  touches  the  leg 
of  the  square  all  over. 

Mark  the  place  where  the  line  touches  the  shaft,  and  on 
both  sides  of  this  mark,  at  a  distance  equal  to  one-half  the 
thickness  of  the  eccentric,  make  other  marks. 


68        New  Catechism  of  the  Steam  Engine. 

LINING  UP  A  VERTICAL  ENGINE. 

The  eccentric  has  to  be  placed  between  these  marks  to 
be  in  proper  alignment. 

If  the  engine  is  of  the  Corliss  type,  so  there  is  a  rocker 
arm  and  the  wrist  plate  to  be  adjusted  in  their  midway 
position,  a  plumb  bob  is  generally  employed.  To  make 
this  adjustment  perfect,  it  is  best  to  ascertain,  whether  the 
engine  is  horizontal,  by  trying  the  centerline  with  a  level, 
as  shown  in  Fig.  28.  If  it  is  found  that  the  engine  is  not 
level,  correction  should  be  made  to  agree  with  the  plumb 
bob. 


Fig-    35. 

To  line  a  vertical  engine,  remove  upper  cylinder  head 
and  take  out  piston,  piston-rod,  cross-head  and  connecting- 
rod.  Remove  the  packing  from  the  stuffing  box  and  thor- 
oughly clean  the  box  of  any  old  packing  which  may  have 
burned  on  to  the  sides  of  the  box  as  it  will  be  of  great  im- 
portance in  setting  the  line. 

Bolt  firmly  across  the  top  of  the  cylinder  a  pine  brace 
with  a  hole  bored  in  the  center.  At  the  bottom  of  the 
crank-pit,  arrange  a  similar  piece,  in  order  to  fasten  the 
lower  end  of  the  line.  A  line  made  of  sea  grass  or  silk  is 
preferable  on  account  of  its  great  strength.  The  line 
should  be  as  fine  as  possible  without  breaking  when  drawn 
taut  enough  to  caliper  or  tram  by, 


.  —  If  a  spirit  level  cannot  be  had,  the  engineer  can  make  a  set 
level,  as  illustrated  in  Fig.  35.  It  consists  of  a  triangular  board,  with 
one  edge  planed  true,  with  a  pencil  mark  at  right  angles  to  this  edge 
and  a  plumb  bob  attached  to  it  in  the  manner  shown  in  Fig.  35, 


New  Catechism  of  the  Steam  Engine.         69 

LINING  UP  A  VERTICAL  ENGINE. 

To  set  the  line,  go  to  the  top  of  the  cylinder  and  pass 
the  end  of  the  line  through  the  hole  in  the  brace  and  fasten 
it  to  a  small  stick  laid  across  the  hole ;  drop  the  other  end 
of  the  line  down  through  the  hole  in  the  bottom  of  the 
cylinder  to  the  crank-pit ;  set  the  top  end  of  th  ^ine  as 
near  the  center  as  ^an  be  done  by  the  eye  and  then  go 
down  to  the  crank-pit,  pull  the  lower  end  of  the  line 
through  the  hole  in  the  brace  and  pull  it  taut  and  make  it 
fast  as  at  the  upper  end  ;  set  the  line  as  near  the  center  of 
the  shaft  and  as  near  the  center  of  crank-pin  lengthwise  as 
possible  ;  then  with  tram  or  caliper  set  the  top  end  of  the 
line  in  the  center  of  the  cylinder,  measuring  from  the 
counterbore  of  the  cylinder  to  the  line ;  then  with  a  small 
pair  of  inside  calipers  try  the  line  in  the  stuffing  box. 

Any  changes  required  to  bring  the  line  central  at  this 
point  must  be  made  at  the  lower  end  of  the  line.  After 
the  line  has  been  set  so  as  to  be  exactly  in  the  center  of 
the  counterbore  of  the  upper  end  of  the  cylinder,  and  in 
the  center  of  the  stuffing  box,  you  are  ready  to  try  the 
shaft  and  crank-pin. 

To  do  this  roll  the  shaft  until  the  crank-pin  comes  as 
close  to  the  line  as  possible  without  touching ;  then  with 
small  inside  calipers  measure  from  the  end  of  the  pin  to 
the  line.  Set  the  calipers  so  they  will  not  move  and  roll 
the  shaft  back  until  the  crank-pin  is  next  to  line  at  the 
opposite  end  of  the  stroke.  If  the  measurements  are  the 
same  the  crank-pin  is  in  line  with  the  cylinder. 

NOTE. — It  would  be  a  good  plan  to  reverse  the  level  then,  and  see 
whether  it  is  correct,  if  the  line  should  not  correspond  with  the  level, 
after  it  has  been  turned  end  for  end,  the  level  is  out  of  true,  and  the 
difference  should  be  equally  divided,  this  is  done,  referring  to  the 
figure,  by  raising  the  line  on  the  low  end,  equal  to  one-half  the  amount 
it  is  too  low,  if  it  should  be  too  low  on  the  other  end  of  the  level,  your 
assistant  will  have  to  lower  it,  till  the  distance  between  the  end  of  the 
level  and  the  line  is  reduced  to  one-half.  See  page  6g>  and  Fig.  35. 


70         New  Catechism  of  the  Steam  Engine. 


LINING  UP  A  VERTICAL  ENGINE. 

Should  the  measurements  vary  it  will  be  necessary  to 
raise  or  lower  the  shaft  until  they  are  the  same.  Next  try 
the  slides  to  see  if  they  are  in  line  with  the  cylinder.  This 
is  done  by  measuring  with  tram  or  caliper  from  the  line  to 
the  face  of  the  slides  at  each  end.  Should  they  be  out  of 
line  the  construction  of  the  engine  will  have  to  govern  the 
changes  necessary  to  bring  them  in  line. 

To  determine  if  the  shaft  is  square  with  slides  drop  a 
plumb  along  the  edge  of  the  slides,  then  place  a  straight 


Fig.    36- 

edge  so  that  its  edge  will  come  up  to  the  lines ;  then  from 
the  center  line  draw  a  line  parallel  and  true  with  the  center 
of  the  shaft.  If  this  line  is  at  right  angles  with  the  straight 
edge  when  tried  with  a  square  the  shaft  is  true. 

To  line  a  vertical  marine  engine  where  the  crank-shaft  is 
coupled  direct  to  the  main  shaft :  first,  strip  the  engine  of 
piston,  piston-rod,  cross-head  and  connecting-rod ;  remove 


New  Catechism  of  the  Steam  Engine,         Ji 

LINING  UP  A  VERTICAL  ENGNIE. 

the  caps  from  the  crank-shaft  journals,  and  the  bolts  from 
the  coupling  which  couples  the  crank-shaft  to  the  main  or 
the  outboard  shaft  ;  remove  the  crank-shaft  from  the  jour- 
nals, so  that  a  line  can  be  drawn  through  them.  Raise  the 
stern  bearing  as  far  as  it  will  go  so  that  the  shaft  will  be 
solid  in  its  place,  then  draw  the  line,  fastening  it  firmly  at 
top  and  bottom  and  adjusting  it  by  the  counterbore  of  the 
cylinder  at  the  top  and  by  the  stuffing  box  at  the  bottom, 
according  to  the  directions  for  lining  a  vertical  engine. 

On  all  direct  coupled  or  marine  engines  the  male  side  of 
the  coupling  should  be  on  the  crank-shaft  leaving  the 
female  side  on  the  outboard  or  main  shaft  for  lining  up. 
In  fastening  the  line  to  the  coupling,  take  a  small  piece  of 
wood  strong  enough  to  stand  the  necessary  strain  on  the 
line  to  prevent  it  from  sagging  and  equal  in  length  to  the 
diameter  of  the  recess  in  the  coupling  marked,  bore  a  hole 
in  the  center  and  drive  the  piece  firmly  into  the  coupling, 
as  shown  in  Fig.  36,  draw  a  line  through  the  hole  in  the 
piece  of  wood,  and  fasten  a  small  stick  to  the  end  of  it. 

Carry  the  line  through  the  bearings  and  secure  the  other 
end  of  it  to  a  standard  as  before,  and  center  the  line  per- 
fectly in  the  coupling,  by  means  of  calipers. 

In  order  to  set  this  line,  take  a  square  which  is  known 
to  be  true,  place  the  shank  on  the  face  of  the  coupling 
allowing  the  blade  to  extend  over  the  line  as  shown  in  Fig. 
}8,  try  the  line  with  the  square  at  top  and  bottom  and  on 
each  side,  and  move  the  end  attached  to  the  standard, 
until  the  line  comes  true  with  the  square  ;  at  these  four 
points  the  line  can  be  said  to  be  true  with  the  shaft. 

After  this  is  done,  the  center  lines  of  the  cylinders  have 
to  be  tried,  and  these  will  have  to  touch  the  line,  which 
represents  the  crank  shaft  ;  if  they  do  not  touch  this  line, 


.  —  The  bearings  should  be  placed  centrally  in  the  pillow  block, 
for  this  is  necessary  to  suit  the  length  of  the  reciprocating  parts  of  the 
engine. 


12        New  Catechism  of  the  Steam  Engine. 

LINING  UP  A  VERTICAL  ENGOE. 

the  cylinders  are  not  in  line  with  the  shaft,  and  the  main 
shaft  must  have  been  out  of  line  with  the  engine,  as  the 
cylinders  cannot  possibly  get  out  of  line. 

The  main  shaft  should  be  tried,  whether  some  of  its 
bearings  have  moved,  if  this  is  not  the  case,  the  whole  en- 
gine bed  has  not  been  adjusted  right.  Such  difficulty  will, 
however,  seldom  occur. 

Next  try  the  journals  by  measuring  from  each  side  of 
the  journals  to  the  line  with  a  tram  or  small  inside  calipers. 
If  the  line  comes  in  the  center  they  are  in  line ;  if  not, 
they  must  be  moved  until  they  become  central.  The  next 
point  is  to  ascertain  if  the  journals  are  of  proper  height,  as 
in  vertical  engines  the  wear  is  up  and  down.  To  get  this 
point,  caliper  the  crank-shaft  in  each  of  its  bearings  and 
find  the  exact  diameter  of  each  one  of  them ;  by  trying 
these  calipers  on  a  scale  we  are  able  to  set  our  inside  cali- 
pers to  one-half  the  diameter  of  the  shaft,  which  is  the 
correct  height  that  the  line  should  be  from  the  bottom  of 
the  journal  boxes. 

To  test  the  cross-head  guides,  the  directions  given  in  the 
former  articles  must  be  followed. 

There  are  several  styles  of  guides,  and  the  engineer  will 
have  to  use  his  own  judgment  to  a  great  extent. 

But  before  coming  to  any  conclusion,  always  be  sure 
whether  the  lines  are  set  perfectly  right,  otherwise,  instead 
of  improving,  the  condition  of  the  engine  may  be  made 
worse. 


New  Catechism  of  the  Steam  Engine.         7J* 


LINING   SHAFTING. 


A  number  of  pieces  of  board  are  notched  at  I  to  fit  ove- 
the  shaft,  and  a  hole,  2,  is  cut  in  the  other  end,  then 
by  means  of  a  plumb  line,  each  piece  being  hung  over  the 
shaft,  the  point  3  (which  may  be  of  tin,  or  simply  a  pine 


I.     Shaft. 


2.    Hole  for  line  and  sight  point. 
4.     Line.  5.     Plumb  line. 


3.    Sight  point 


head)  is  located  so  that  the  distance,  1,3,  is  the  same  on 
each  piece.  By  hanging  these  pieces  of  board  over  the 
shaft  at  different  places,  and  so  adjusting  the  shaft  that  the 
points  3  will  all  come  in  line  when  sighted  by  the  eye,  the 
shafting  will  be  properly  lined. 

NOTE.  —  It  would  be  worth  while  to  know  how  many  and  to  what 
odd  "calls"  the  average  engineer  is  compelled  to  respond  outside  his 
special  position  and  to  none  more  frequently  than  to  oversee  and  direct 
the  "  lining  up  "  of  some  unruly  shaft  which  will  not  run  true—  hence. 
this  device  is  shown  in  Fig.  y\. 


74        New  Catechism  of  the  Steam  Engine. 
VALVE  SETTING. 

Th:  slide  valve  is  briefly  described  on  page  40,  Fig. 
14.  It  is  the  simplest  form  of  engine  valve,  for  it  oper- 
ates the  steam  ports  of  both  ends  of  the  cylinder,  as  well 
as  the  exhaust,  and  as  its  form  and  size  cannot  be  altered 
at  will,  any  changes  made  in  its  location  toward  one  end 
of  the  cylinder,  will  also  affect  the  other  end,  and  as  both 
strokes  of  the  engine  must  have  equal  shares  or  nearly  so 
of  the  work,  to  get  the  best  results  from  the  machine,  it 
has  to  admit  steam,  and  cut  it  off,  open  the  exhaust  and 
close  it  at  points  equally  located  in  both  strokes ;  but  as 
the  common  slide  valve  is  driven  by  one  eccentric,  whose 
position  is  fixed  on  the  shaft,  in  relation  to  the  crank,  it  is 


DIAGRAM  OF  THE  ANGULARITY  OP  VALVE. 


impossible  to  set  it,  so  that  it  will  give  equal  cut-off  in  both 
strokes.  This  is  due  to  the  angularity  of  the  connecting 
rod,  for  if  the  crank  is  at  right  angles  with  the  center  line 
of  the  engine,  on  the  outward  stroke,  the  piston  has  passed 
half  stroke,  and  if  the  crank  is  at  right  angles  with  the 
center  line  on  the  return  stroke,  the  piston  has  not  reached 
the  half  stroke  mark. 

This  is  illustrated  in  Fig.  38,  the  position  a,  indicates 
the  crank  at  right  angles  with  the  center  of  the  engine,  and 
b  the  position  of  the  crank  at  ^  of  the  stroke.  If  the  crank 
is  at  c,  the  piston  will  have  reached  the  same  mark  as  when 
the  crank  was  at  a,  but  when  the  crank  is  at  </,  opposite  to 
bt  the  piston  has  not  yet  reached  YZ  of  the  stroke. 


New  Catechism  of  the  Steam  Engine. 


VALVE  SETTING. 

Thus  if  the  engine  be  designed  to  cut  off  at  ^§  of  the 
stroke,  at  its  outward  stroke,  it  would  cut  off  the  steam  a 
little  beyond  ^  stroke  on  the  return  stroke,  as  the  eccen- 
tric remains  at  the  same  angle  with  the  crank. 

This  difference  is  greatest  if  the  cut-off  should  be  fixed 
at  y2  stroke,  and  diminishes  at  earlier  and  later  cut-offs. 

The  location  of  the  eccentric  on  the  shaft,  depends  upon 
the  point  of  the  stroke  at  which  the  valve  is  designed  to 
cut  off  the  steam ;  this  point  of  cut-off  cannot  be  changed 
with  the  same  valve,  thus  there  is  only  one  correct  position 
for  the  eccentric,  as  moving  the  eccentric  further  ahead, 
giving  earlier  cut-off,  would  open  the  valve  earlier,  giving 
more  lead,  close  the  exhaust  and  open  it  earlier,  giving 
more  compression,  and  quicker  release. 

The  first  thing  to  be  done  in  setting  the  slide  valve  is 
to  fix  its  position  on  the  valve  stem,  so  that  its  edges  will 
travel  past  each  steam  port  an  equal  amount  during  one 
revolution  of  the  engine. 

To  do  this,  remove  the  cover  of  the  valve  chest,  and  in- 
sert  a  small  strip  of  wood,  near  the  lower  edge  of  the  valve, 
turn  the  engine  over,  until  the  valve  is  at  the  extreme  of 
its  travel,  on  either  end,  and  mark  the  position  of  the  steam 
edge  of  the  valve  on  the  piece  of  wood. 

If  the  engine  is  a  large  one,  so  it  will  be  difficult  to  turn, 
it  is  best  to  loosen  the  eccentric  upon  the  shaft,  and  turn 
it  around,  until  the  valve  has  obtained  the  above  position. 

Then  turn  the  eccentric  around,  until  the  valve  uncovers 
the  port,  and  mark  the  steam  edge  of  the  port  on  the  strip 
of  wood. 

Turn  the  eccentric,  until  the  valve  is  at  its  opposite  ex- 
treme  travel,  and  proceed  as  before. 

Next  measure  the  distance  between  the  mark  of  the 
steam  edge  of  the  port,  and  the  corresponding  mark  of  ex- 
treme valve  travel  on  both  ends,  and  if  there  is  any  differ- 
ence  between  these  distances,  move  the  valve  on  the  stem 


New  Catechism  of  the  Steam  Engine. 


VALVE  SETTING. 


New  Catechism  of  the  Steam  Engine.         77 
VALVE  SETTING. 

toward  the  end,  which  measured  the  least,  an  amount^ 
equal  to  one-half  the  difference  between  the  two  distances. 

This  is  done  by  slacking  the  nuts  on  the  valve  stem, 
which  hold  the  valve  in  its  position ;  after  having  moved 
the  valve,  set  the  nuts  tight  again,  being  careful  not  to 
jam  the  bosses  with  which  the  nuts  engage,  otherwise  the 
valve  cannot  follow  up  the  wear,  and  would  allow  steam  to 
leak  into  the  exhaust. 

Always  jam  the  nuts  tight  against  each  other,  allowing 
a  slight  amount  of  lost  motion  for  the  valve. 

After  having  set  the  valve  so  it  will  travel  equally  over 
both  ports,  turn  the  engine  on  the  centre,  according  to  fol- 
lowing directions:  place  the  engine  in  a  position  where 
the  piston  will  have  very  nearly  completed  its  outward 
stroke,  and  opposite  some  point  on  the  cross-head  (as  a 
corner)  ;  make  a  mark  upon  the  guide,  as  shown  at  A  in  the 
accompanying  figure  39.  Against  the  rim  of  the  fly-wheel 
place  a  pointer  as  at  B  and  make  a  mark  upon  the  wheel 
opposite  this  pointer  when  the  cross-head  is  in  line  with 
the  mark  A  upon  the  guide.  Now  turn  the  engine  over 
the  centre  until  the  cross-head  is  again  in  the  same  posi- 
tion on  its  downward  stroke.  This  will  bring  the  crank  as 
much  below  the  centre  as  it  was  above  before,  being  now 
in  the  position  indicated  by  the  dotted  lines;  and  the  point 
C  on  the  fly-wheel  will  be  opposite  the  pointer  and  should 
be  marked.  Divide  the  distance  between  B  and  C  accu- 
rately, and  midway  between  them  mark  the  point  D. 
When  D  is  brought  opposite  the  point  in  the  position 
which  B  occupies  in  the  figure  the  engine  will  be  upon  the 
true  centre. 

After  having  done  this,  turn  the  eccentric  upon  the  shaft, 
in  the  direction  the  engine  is  supposed  to  run,  until  the 
valve  uncovers  the  port  enough  for  the  necessary  lead. 

In  Figs.  40  and  41  are  shown  diagrams,  representing 
a  correctly  set  valve,  and  its  position  at  different  positions 
of  the  crank. 


New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine.        79 

VALVE  SETTING. 

The  piston  is  shown  as  one  single  line,  for  simplicity, 
the  cross-head  pin  is  indicated  by  small  circles. 

The  solid  lines,  representing  the  connecting  rod  and 
crank,  are  for  the  outward  stroke,  and  the  exhaust  stroke 
on  the  same  side  of  the  piston,  while  the  dotted  lines  rep- 
resent the  same  parts  for  the  return  stroke  and  exhaust 
on  same  cylinder  end.  The  respective  positions  of  the 
eccentric  and  eccentric  rod  are  also  shown  in  solid  and 
dotted  lines. 

By  following  the  figures  i,  2,  3,  etc.,  from  the  piston,  the 
position  of  valve  can  be  easily  traced. 

For  example : 

Suppose  the  piston  to  be  at  i,  the  small  circle  indicating 
the  cross-head  pin,  marked  i,  will  be  the  location  of  the 
cross-head,  the  circle  indicating  the  crankpin  marked  i  is 
the  location  of  the  crankpin  eccentric  I  and  valve  I,  I  the 
positions  of  these  parts,  for  the  indicated  piston  position. 

The  position  i,  as  will  be  seen  in  the  diagram,  is  the  posi- 
tion all  parts  have  when  admission  begins. 

It  will  be  observed  that  when  the  piston  is  at  position  3, 
the  valve  will  have  taken  the  same  position  as  when  admis- 
sion commences,  except  that  it  travels  in  the  other  direc- 
tion, as  will  be  seen  by  the  position  of  the  eccentric  3. 

The  valve  is  marked  with  two  figures  for  each  position, 
each  figure  indicating  one  edge  of  the  valve. 

The  engine  must  be  assumed  to  turn  in  the  direction  of 
the  hands  of  a  watch,  that  is,  over,  from  left  to  right,  facing 
the  diagram. 

The  letters  a,  b,  etc.,  indicate  the  position  of  the  parts 
at  exhaust  opening  and  closure  ;  a  and  b  being  for  the  head 
end,  and  c  and  d  for  the  crank  end,  as  indicated  by  the 
solid  and  dotted  lines. 

The  letter  X  simply  indicates  the  central  position  of  the 
valve,  no  corresponding  position  of  the  other  parts  being 
shown,  and  the  distance  j,  indicated  at  the  eccentric  circle 


80        New  Catechism  of  the  Steam  Engine. 


VALVE  SETTING. 

is  the  angle  of  advance,  which  is  the  angle,  the  eccentric  is 
moved  ahead  of  a  right  angle  (i.  e.,  the  valve  from  its  cen- 
tral position),  when  the  engine  is  on  its  dead  centre. 

If  the  valve  chest  of  a  slide  valve  engine  is  placed  on  top 
of  the  cylinder,  as  on  a  locomotive,  for  instance,  it  would 
be  difficult  to  make  a  direct  connection  between  the  eccen- 
tric rod  and  the  valve  stem,  and  a  rocker  arm  is  employed, 
as  indicated  in  Fig.  43. 

The  rocker  arm  will  change  the  direction  of  motion  of 
the  valve,  so  that  it  will  move  in  the  opposite  direction  of 
the  eccentric,  and  thus  the  eccentric  cannot  have  the  same 
position  in  relation  to  the  crank  as  if  it  should  be  directly 
connected  to  the  valve  stem.  This  will  be  understood  by 
comparing  Figs.  42  and  43. 


Figs.    42  and    43«    DIAGRAMS  FOR  VAI,VE  SETTING. 

The  valve  in  either  figure  is  shown  in  its  central  position, 
and  the  eccentric  for  simplicity  set  at  right  angles.  Refer- 
ring to  Fig.  42,  assuming  the  crank  to  be  turned  in  the 
direction  of  the  hands  of  a  watch,  it  will  be  noticed  that 
the  eccentric  moves  the  valve  over  to  the  left,  and  when 
the  valve  has  taken  the  position  shown  in  Fig.  44,  steam 
is  admitted,  and  acting  upon  the  piston  would  at  once  con- 
tinue  to  rotate  the  engine. 


New  Catechism  of  the  Steam  Engine.         81 

VALVE  SETTING. 

In  Fig.  43,  as  will  be  seen,  the  eccentric  is  in  the  oppo- 
site direction  from  that  in  Fig.  42,  but  in  rotating  the 
crank  in  the  same  direction  as  before,  it  will  drav/  the  lower 
part  of  the  rocker  arm  over  toward  the  crank  shaft,  and 
thus  cause  the  upper  part  to  move  the  valve  toward  the 
left  as  before,  until  the  rocker  arm  takes  the  position  a-b, 
indicated  by  the  dotted  line,  when  the  valve  will  have 
taken  the  position  in  Fig.  44,  and  steam  is  admitted. 

Thus  it  will  be  seen  that  the  rocker  arm  simply  changes 
the  position  of  the  eccentric  into  the  opposite  direction 
from  what  it  would  be  without  the  rocker  arm.  If  now 
the  eccentric  is  turned  upon  the  shaft,  with  the  crank  on 
the  dead  centre  as  in  Figs.  42  and  43,  in  the  direction 
the  engine  is  to  be  run,  until  the  valve  takes  the  position 
in  Fig.  44,  it  will  be  observed  that  the  same  angle  of  ad- 
vance is  necessary  in  both  cases,  and  that  the  eccentiics 
are  still  opposite  each  other  in  both  cases. 


Fig.    44.    VAivVE.  Fig.    45.    WOOD 


After  having  adjusted  the  eccentric  properly,  make  a 
wedge  of  wood,  Fig.  45,  insert  it  between  the  valve  and 
steam  port  edges,  and  mark  with  a  pencil  how  far  it  enters 
the  opening,  then  turn  the  engine  to  the  opposite  centre, 
and  insert  the  wedge  into  the  other  lead  opening.  If  the 
wedge  enters  this  opening  up  to  the  pencil  mark,  the  lead 
is  equal  on  both  sides,  if  there  should  be  any  difference, 
this  difference  has  to  be  divided  equally,  by  moving  the 
valve  a  slight  distance  on  its  stem. 

Finally  put  on  the  valve  cover  making  sure  to  have  the 
eccentric  clamped  tight  before  starting  up. 


82         New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine.       83 


THE  BUCKEYE  AUTOMATIC  CUT-OFF 
ENGINE. 

This  type  of  steam  engine  belongs  to  the  double-valve 
automatic  cut-off  pattern. 

The  admission,  release  and  compression  are  all  governed 
by  the  main  valve  which  is  operated  by  one  eccentric.  The 
point  of  cut-off  is  determined  by  an  independent  valve 
operated  by  the  governor  eccentric ;  whatever  the  cut-off 
may  be,  the  other  conditions  remain  the  same. 

The  Buckeye  engines  are  built  in  different  styles  to 
adapt  them  to  the  different  conditions  under  which  they 
may  be  placed.  Fig.  46  shows  a  single,  medium  speed 
"  Tangye  "  style. 

Fig.  48  shows  the  tandem  compound  Buckeye  engine, 
Tangye  bed,  valve  gear  side. 

The  governor  shown  in  Fig.  47  is  so  simple  in  plan  and 
construction,  and  so  clearly  shown  in  the  cut  and  has  been 
so  familiarized  to  the  public  through  mechanical  periodi- 
cals, that  only  a  brief  outline  description  here  is  needed. 

Arms  a  a  are  pivoted  to  the  containing  wheel  at  b  b  and 
connected  at  their  other  ends  by  links  B  B  to  ears  on  loose 
eccentric  C  in  such  manner  that  their  outward  movement 
to  the  position  indicated  by  the  dotted  lines  near  one  of 
them,  turns  the  eccentric  on  the  shaft  about  one-quarter  of 
a  revolution  in  the  direction  the  engine  runs,  that  is, 
"  advances  "  it.  The  direction  of  rotation  is  indicated  by 
the  arrows. 

The  arms  are  thrown  outward  by  centrifugal  force  in 
opposition  to  the  force  of  springs  F  F. 


I 


New  Catechism  of  the  Steam  Engine. 


THE  BUCKEYE  GOVERNOR. 

They  are  loaded  with  more  or  less  weight,  at  A  A  accord- 
ing to  the  speed  desired,  the  required  effective  weight, 
arm  and  all,  being,  other  things  equal,  in  inverse  proportion 
to  the  square  of  the  speed  in  revolutions  in  a  given  time. 


Fig.  47.    THE  BUCKEYE  GOVERNOR. 

The  tension  of  springs  F  F  is  adjusted  by  screws  c  c. 
The  amount  of  tension  to  be  given  them  is  determined  by 
the  amount  of  variation  of  speed  due  to  variation  of  load. 
The  more  tension  the  less  such  variation  up  to  the  point  of 
almost  absolute  harmony  under  favorable  load  conditions, 
beyond  which  unsteadiness  of  equilibrium  would  result. 


New  Catechism  of  the  Steam  Engine.        $7 

THE  BUCKEYE  GOVERNOR. 

The  auxiliary  springs  P  P  were  introduced  a  few  years 
ago  to  obtain  the  refined  closeness  of  regulation  required 
for  electric  lighting.  For  reasons  that  we  have  not  space  to 
explain,  the  amount  of  tension  required  to  give  the  closest 
possible  regulation  could  only  be  carried  while  the  arms 
were  in  the  outer  half  of  their  range  of  movement.  In  the 
inner  half  it  would  be  in  excess,  causing  unsteadiness. 
Th«  auxiliary  springs  tend  to  throw  the  arms  outward, 
but  act  only  through  the  inner  half  of  movement  range, 
leaving  contact  with  the  fingers  on  which  they  act  in  mid. 
movement. 

Their  force  is  made  such  that  when  the  proper  tension 
is  given  to  springs  F  F  to  give  best  results,  when  the 
arms  are  in  the  outer  half  of  their  movement  range  they 
will  start  out  on  starting  the  engine  before  the  normal 
speed  is  exceeded,  and  the  regulation  will  be  steady  at  all 
loads. 

When  they  are  applied  the  tension  of  F  F  must  be 
greater  than  could  be  carried  without  them,  otherwise  the 
variation  of  speed  would  be  increased  instead  of  diminished, 
and  the  same  result  would  follow  if  their  force  were  too 
great,  as  would  be  known  by  the  arms  starting  outward  at 
a  speed  too  much  below  the  normal,  or  by  too  much  loss  of 
speed  at  heaviest  loads.  For  most  purposes  sufficiently 
good  regulation  could  be  had  without  them ;  but  they  are 
now  always  furnished ;  hence,  the  importance  of  a  clear 
understanding  of  the  conditions  required  for  getting  the 
full  benefit  of  them. 

To  recapitulate,  first  apply  as  much  tension  on  the  main 
springs  as  can  be  carried  without  loss  of  steadiness,  which 
will  generally  be  about  one-third  to  one-fourth  more  than 
can  be  carried  without  the  auxiliary  springs ;  second,  the 
auxiliary  springs  should  have  just  sufficient  force  to  start 


88        New  Catechism  of  the  Steam  Engine. 

THE  BUCKEYE  GOVERNOR. 

the  arms  out  at  very  nearly  the  proper  speed ;  and  third, 
they  should  leave  contact  at  about  mid-movement.  Any 
considerable  departure  from  either  of  these  conditions  will 
defeat  their  object. 

The  direction  of  motion  required  for  the  arrangement  of 
parts  shown  is  indicated  by  the  arrow.  The  parts  can  be 
readily  changed,  however,  for  motion  in  the  opposite  direc- 
tion. To  accomplish  this  the  pivots  of  the  arms  are 
removed  to  the  unoccupied  holes  shown,  and  the  other 
parts  changed  to  correspond,  so  that  the  arrangement  will 
correspond  exactly  with  a  view  of  the  cut  as  it  would 
appear  held  up  to  a  strong  light  and  viewed  from  the  back. 

Then  a  new  angular  position  on  the  shaft  is  required. 
The  following  rule,  however,  will  place  it  as  nearly  correct 
as  it  can  be  placed  in  the  absence  of  any  knowledge  of 
special  conditions,  and  for  either  direction  of  motion :  when 
the  arms  rest  on  their  inner  stops,  as  shown,  the  eccentric 
C  and  the  crank  should  pass  their  dead  centers  at  the  same 
time,  and  in  the  same  direction. 

When  a  condenser  is  attached  the  position  may  require 
to  be  a  little  in  advance  of  this;  on  the  other  hand,  when 
the  engine  is  heavily  loaded  and  not  liable  to  run  without 
load  it  may  be  back  of  it;  but  the  test  of  the  correctness 
of  its  position  is  that  it  shall  no  more  advance  than  is  neces- 
sary to  hold  the  engine  to  speed  under  its  lightest  load  and 
highest  pressure. 

Changes  of  speed  should  always  be  made  by  changes  of 
the  amount  of  weight  attached  -at  A  A,  though  slight 
changes  may  be  made  by  shifting  the  weights  along  the 
arms,  and  also  by  the  changes  of  the  tension  of  springs 
F  F,  provided  increase  of  tension  does  not  cause  loss  of 
steadiness,  or  diminution  does  not  introduce  objectionable 
variation  of  speed  with  changes  of  load  and  pressure. 


New  Catechism  of  the  Steam  Engine.         89 


OIL  DEVICE— BUCKEYE  ENGINE. 

These  engines  are  manufactured  by  the  Buckeye  Engine 
Co.,  at  Salem,  Ohio,  at  their  works  established  A.  D.  1847. 


Fig.  49.    CRANK-PIN  OIUNG  DEVICE  OF  THE  BUCKEYE  ENGINE. 

This  company  also  make  single-valve  high  speed  auto- 
matic engines  with  piston  valve  regulated  by  the  Buckeye 
shaft  governor. 


go        New  Catechism  of  the  Steam  Engine. 


BUFFALO  AUTOMATIC  CUT=OFF  ENGINE. 

On  page  91,  Fig.  51,  will  be  seen  illustrated  the  Buffalo 
Automatic  Cut-off  engine,  front  view,  Class  A.  This  is 
designed  solely  for  the  highest  class  service  required  in 


Fig.  50.    DOUBLE,  SINGLE  ACTING  UPRIGHT  BUFFALO  ENGINE. 
with  Frame  broken  away,  showing  enclosed  Reciprocating  Parts  (includ- 
ing Governor)  running  in  oil. 

steam  engineering.  In  Fig.  50  is  shown,  in  the  same  class 
of  engine,  the  system  of  automatic  lubrication  employed. 
This  may  be  described  as  follows:  Centrifugal  force, 


New  Catechism  of  the  Steam  Engine.       p/ 

BUFFALO  AUTOMATIC  ENGINE. 

derived  by  the  motion  of  the  discs,  delivers  the  oil  into  oil 
cups  and  main  bearings.     It  is  then  forced  to  the  crank 


Fig.  51.    BUFFALO  AUTOMATIC  CUT-OFF  ENGINE.     (Front  View.) 

shaft  bearings  and  returned  to  the  oil  chamber  under  the 
crank  disc,  as  clearly  shown  by  cut.     The  holes  through 


New  Catechism  of  the  Steam  Engine. 


BUFFALO  AUTOMATIC  ENGINE. 

which  the  oil  passes  to  the  crank  are  one-half  inch  in  diam- 
eter ;  therefore  not  easily  stopped  up.  They  are  straight 
throughout  their  length,  to  permit  of  their  being  conven. 


Fig.  52.    BUFFAT-O  AUTOMATIC  UPRIGHT  ENGINE. 


New  Catechism  of  the  Steam  Engine-        93 
BUFFALO  AUTOMATIC  ENGINE. 

iently  cleaned.  The  crank  discs  are  covered  by  a  light 
dust-proof  hood,  fitted  to  the  top  of  the  engine  frame, 
entirely  without  bolts  or  other  fastenings  of  any  description. 
This  hood  is  built  in  a  unique  form,  and  is  really  oil-tight. 
It  is  readily  removable.  An  oil-tight  side  plate  encloses 
the  crosshead  and  guides,  and  affords  ready  access  thereto. 
No  oil  can  possibly  get  to  the  belts  or  floor.  The  unique 
construction  of  main  bearings  ensures  a  minimum  amount 
being  drawn  to  the  fly  wheels,  and  any  oil  finally  escaping 
is  caught  and  held  by  the  flanges  thereon  ;  only  enough  oil 
should  be  supplied  that  the  crank  disc  will  dip  about  an 
inch  into  it.  A  greater  quantity  is  not  desirable,  as  it  will 
cause  a  churning  action.  The  oiling  system  in  this  engine 
is  most  cleanly  and  thoroughly  efficient. 

The  Buffalo  slide  valve  is  perfectly  balanced,  rectangular 
in  shape,  with  three  openings  through  it.  It  is  of  uniform 
thickness,  quite  thin,  and  flat  on  its  two  sides.  The  space 
in  which  it  works  is  formed  by  the  valve  seat,  and  a  press- 
ure plate  with  two  distance  pieces  placed  below  and  above. 
The  balanced  piston  type  is  provided  with  a  piston  at  each 
end,  cast  hollow  to  reduce  weight  and  avoid  bearing  down 
on  the  steam  chest,  which  is  furnished  with  cages.  Snap 
rings,  fitted  identical  to  the  packing  rings  of  piston,  are 
used.  With  either  valve  type,  provision  is  made  for  easy 
removal,  adjustment,  and  ample  relief  of  over-pressure  by 
water  in  cylinder.  The  valve  motion  is  derived  by  means 
of  an  eccentric  which  carries  the  valve  rod  in  a  straight  line, 
and  is  provided  with  means  for  adjusting  any  wear.  The 
eccentric  rod  is  connected  to  a  ram  box  by  bronze  bearings, 
and  to  the  strap  by  two  jam  nuts.  The  eccentric  strap  is 
oiled  from  a  lubricator  placed  on  a  post  on  the  top  of  the 
bed.  The  eccentric  rod  has  but  two  bearings,  a  direct  line 
passing  through  center  of  same,  and  they  are  coupled  from 
the  eccentric  rod  to  a  ram  box  bolted  to  the  steam  chest 
hood,  insuring  strength,  rigidity  and  utmost  simplicity. 
This  eliminates  any  twisting  strain  on  either  of  the  bearings. 


New  Catechism  of  the  Steam  Engine. 


BUFFALO  AUTOMATIC  ENGINE. 


New  Catechism  of  the  Steam  Engine.       95 

BUFFALO  AUTOMATIC  ENGINE. 

This  engine,  of  which  the  cut,  Fig.  50,  is  a  most  excellent 
illustration,  was  originally  designed  for  the  United  States 
Marine  Service.  The  work  thereof  necessitated  unusually 
high  speed,  continuous  operation  with  minimum  attention, 
and  the  highest  nicety  of  speed  government.  As  will  be 
seen,  the  entire  working  parts  of  the  engine,  including  gov- 
ernor, are  completely  enclosed  and  run  in  oil.  This  prime 
feature  affords  positive  and  ample  oiling  of  all  reciprocat- 
ing parts.  Ready  access  to  the  working  parts  is  afforded 
by  the  large  oil-tight  doors,  both  back  and  front.  This 
type  has  two  single-acting  cylinders  placed  close  together. 
Steam  is  admitted  only  at  the  top  end  of  the  piston  on  the 
downward  stroke.  The  governor  is  attached  direct  to  the 
crank  disc,  instead  of  being  introduced  in  the  fly  wheel,  and 
receiving  an  oil  bath  at  every  revolution,  is  thoroughly 
lubricated  at  all  times. 

In  Fig.  54  is  shown  the  single  upright  type  of  the  Buffalo 
automatic  engine.  Two  large  oil-tight  side  plates  or  doors 
afford  ready  access  to  the  interior  parts.  Repairs,  there- 
fore, may  be  made  with  the  utmost  ease  under  adverse 
circumstances.  The  crank  shafts  may  be  readily  removed 
without  displacing  the  engine.  The  steam  chests  are 
thoroughly  lagged  to  reduce  condensation  to  a  minimum. 

Each  upright  is  furnished  with  two  unusually  heavy 
wheels.  The  governor  valve,  cross-head,  and  all  parts 
except  the  frame,  are  identically  the  same  design  and  con- 
struction as  employed  upon  the  automatic  cut-off  horizon- 
tals. The  oiling  features  of  this  engine  are  so  regulated 
that  the  lubrication  is  equally  thorough  at  a  minimum  or 
maximum  speed 

These  engines  are  fitted  with  automatic  stop  governors 
as  shown  in  illustrations.  These  are  so  simple  in  design 
and  action  that  no  extended  description  is  necessary. 
Regulation  is  made  by  the  eccentric  being  thrown  across 
the  shaft,  thus  varying  the  travel  of  the  valve. 


New  Catechism  of  the  Steam  Engine.        97 


HcINTOSH  AND  SEYMOUR  ENGINES. 


Fig.  55- 

The  above  illustration  exhibits  the  Mclntosh  and  Sey- 
mour automatic  cut-off  engine.  Fig.  54  shows  half  tone 
engraving  of  tandem  compound  engine  of  the  same  type. 

The  prominent  special  features  of  these  engines  are  the 
gridiron  valves,  driven  by  a  valve  motion  which  is  positive 
throughout,  and  the  shaft  governor,  which  operates  the 
cut-off  valves  and  controls  the  speed. 

Fig.  57  shows  cross  section  through  cylinder  and  valves, 
also  diagram  of  the  exterior  valve  gearing  seen  from  the 
end  of  the  cjdinder.  Fig.  56  shows  cylinder  and  valves  in 
lengthwise  section  and  the  diagram  of  the  valve  gearing 
(exterior)  seen  from  the  fly  wheel  side  of  the  engine. 

Since  the  valves  are  multi-ported,  only  a  very  small 
stroke  is  necessary  to  give  full  opening,  varying  from  ^  to 
1^2  inches  according  to  size  of  cylinder.  They  are  driven 
by  means  of  a  toggle  motion  and  move  intermittently, 
standing  still  when  closed,  and  only  require  power  to  oper- 
ate when  open  and  relieved  of  the  pressure  of  the  steam ; 
hence  they  give  a  rapid  opening  of  port  with  a  small  amount 
of  wear  and  little  power  required  to  operate ;  they  cannot 
stick  when  the  engine  is  started  and  are  easy  to  lubricate. 


New  Catechism  of  the  Steam  Engine. 


THE  MclNTOSH  &  SEYMOUR  ENGINE. 

The  valve  seats  are  separate  from  the  cylinder  and  are 
removable.  The  governor  operates  the  cut-off  valves  only. 
The  main  valves  are  driven  by  fixed  eccentrics  controlling 
the  admission  of  steam  and  the  opening  and  closing  of  the 


Fig.  56.    LONGITUDINAL,  SECTION  THROUGH  CYLINDER  AND  VAI/VES 

MClNTOSH  AND  SEYMOUR  ENGINE. 

exhaust.  One  valuable  feature  of  this  arrangement  is  its 
perfect  flexibility  ;  any  one  of  the  four  operations  of  cut-off, 
admission,  release  or  compression,  can  be  varied  independ- 
ently of  the  others  by  simple  adjustment  of  the  gear. 

The  cut-off  valve  operates  when  moving  in  an  opposite 
direction  to  the  main  valve  and  gives  a  very  rapid  closing 


New  Catechism  of  the  Steam  Engine. 


THE  MclNTOSH  &  SEYMOUR  ENGINE. 

of  the  port.  On  multi-cylinder  engines  usually  the  gov- 
ernor operates  the  cut-off  valves  on  all  the  cylinders.  By 
using  different  strokes  the  cut-offs  in  each  cylinder  are 


57-     CROSS  SECTION  THROUGH  STEAM  AND  EXHAUST 
AND  CYLINDER,  MCINTOSH  AND  SEYMOUR 


too      New  Catechism  of  the  Steam  Engine. 

THE  MclNTQSH  &  SEYMOUR  ENGINE. 

varied  so  that  the  work  is  divided  equally  among  the  cylin- 
ders and  the  drop  in  temperature  of  steam  is  the  same  in 
each;  hence  the  engine  always  works  under  the  most 
economical  conditions  possible  with  the  work  it  is  doing 
without  any  hand  adjustment  of  the  valves  This  adds 
materially  to  the  economy  of  the  engine  working  under 
variable  loads. 

The  valve  gear  is  so  arranged  that  the  cut-off  takes  place 
at  the  same  point  upon  each  end  of  the  cylinders  with 
any  load.  An  unhooking  device  is  provided  so  that  the 
valves  can  be  worked  by  a  starting  bar0 

Fig.  59  shows  the  governor  with  the  weights  "  in  "  and 
Fig.  58  with  the  weights  "out" — the  latter  showing  full 
speed  and  the  former  the  engine  at  rest  or  below  speed. 

The  governor,  which  drives  the  cut-off  valves,  is  fully 
illustrated.  It  consists  of  centrifugal  weights  which  vary 
the  point  of  cut-off  by  revolving  the  governor  eccentric 
upon  the  shaft,  and  is  designed  so  that  the  centrifugal  force 
of  each  weight  is  very  great,  making  the  governor  exceed- 
ingly powerful.  These  forces  are  opposed  in  a  direct  and 
and  frictionless  manner  by  a  plate  spring  through  hardened 
steel  pins  resting  in  cups  at  each  end,  so  that  there  is  no 
friction  or  pressure  due  to  these  forces  upon  the  pins  upon 
which  the  weights  turn.  Dash  pots  are  provided,  which 
give  stability  to  the  governor.  The  governor  can  be 
adjusted  as  to  sensitiveness  by  changing  the  length  of  the 
pins  between  the  centrifugal  weights  and  spring,  these  pins 
being  arranged  to  telescope  for  this  purpose0  The  speed 
is  regulated  by  changing  the  weight  of  bushings  in  the  cen- 
trifugal weights.  This  governor  can  be  adjusted  to  give 
practically  perfect  regulation,  without  any  tendency  what- 
ever to  race  under  a  widely  fluctuating  load. 

Engines  having  shafts  of  large  diameter  sometimes  have 
the  governor  mounted  upon  a  small  auxiliary  shaft  driven 
by  a  drag  link  from  the  crank  pin.  This  greatly  reduces 


fO2      New  Catechism  of  the  Steam  Engine. 

THE  MclNTOSH  &  SEYMOUR  ENGINEO 

the  size  and  speed  of  the  eccentric  straps  and  places  the 

valve  gear  in  a  position  convenient  for  inspection  and  care. 

In  tandem  engines  the  connection  between  the  high  and 

low  pressure  cylinders  is  so  arranged  that  the  low  pressure 


Fig.  60.      MclNTOSH  AND  SEYMOUR  VERTICAL  ENGINE. 


New  Catechism  of  the  Steam  Engine.      103 

THE  MclNTOSH  &  SEYMOUR  ENGINE. 

head  can  be  easily  withdrawn,  giving  convenient  access  to 
the  interior  of  the  low  pressure  cylinder.  Between  the 
cylinders  the  piston  rod  runs  in  a  packing  tube  or  sleeve 
which  is  babbitted  and  bored  out  to  fit  the  rod. 

The  bearings  are  provided  with  a  positive  feed  self-oiling 
device.  Rings  at  the  end  of  bearings  throw  off  escaping 
oil  into  shields,  from  whence  it  is  conveyed  to  a  large 
settling  reservoir  beneath  the  bearing  provided  with  a 
gauge  glass  for  determining  the  height  of  oiL  A  small 
pump  driven  from  the  valve  gear  forces  a  continuous  sup- 
ply of  oil  from  the  lower  reservoir  to  one  situated  above 
the  bearing,  from  which  it  is  fed  by  gravity  on  top  of  the 
bearing,  keeping  it  constantly  flooded  with  oil. 

Fig.  60  is  a  view  of  the  Mclntosh  and  Seymour  vertical 
engine. 

The  following  is  a  description  of  Mclntosh  and  Seymour 
double  piston  valve :  the  main  valve  consists  of  a  hollow 
cylinder  with  closed  ends.  This  valve  exhausts  over  the 
ends,  taking  steam  from  its  interior  through  ports.  This 
interior  space  is  subdivided  in  the  middle,  and  a  light 
cylindrical  sleeve,  riding  on  the  main  valve  in  the  steam 
chest  and  running  over  ports  cut  in  its  surface,  forms  a 
simple  and  efficient  auxiliary  or  cut-off  valve.  The  seat  is 
split  and  contractible  by  the  adjusting  screw  shown,  and  is 
held  steam  tight  between  the  two  fixed  seat  covers.  To 
adjust  the  seat  is  a  simple  matter.  After  unhooking  the 
valve  connection  with  the  eccentric,  by  moving  the  valve 
by  hand,  adjustment  can  be  made  with  great  nicety,  with- 
out any  danger  of  making  too  tight. 

The  governor  used  for  double  valve  engines  is  precisely 
similar  to  that  of  longer  stroke  gridiron  valve  engines 
described  on  page  97.  For  single  valve  engines  the  arrange- 
ment of  spring  and  centrifugal  weights  is  similar,  but  the 
cut-off  is  varied  by  moving  the  eccentric  across  the  shaft 
instead  of  revolving  it  upon  the  same. 


104 


Catechism  of  the  Steam  Engine. 


THE  IDEAL  HIGH  ART  ENGINES. 


Fig.  61.    THE  IDEAI<  ENGINE— DIRECT  CONNECTED  WITH  IDEAI, 
GENERATOR, 


The  above  illustration  represents  the  Ideal  Engine  (A0 
L.  Ide  &  Sons,  builders,  Springfield,  Illinois),  direct  con- 
nected to  a  dynamo. 

This  engine  is  in  its  improved  standard  form,  automatic 
and  self-oiling ;  it  is  self-contained,  perfectly  balanced,  and 
when  set  upon  sub-base  the  wheels  clear  the  floor. 


New  Catechism  of  the  Steam  Engine.      105 

THE  IDEAL  ENGINE. 

As  shown  by  the  engravings,  the  crank-disc  of  the  Ideal 
engine  is  covered  by  a  light  hood,  fitted  to  the  top  of  the 
engine  frame,  but  without  bolts  or  fastenings  of  any  descrip- 
tion ;  it  is,  therefore,  readily  removed.  The  cross-head  and 
guides  are  likewise  fully  enclosed ;  but  a  side  plate  for 
obtaining  ready  access  thereto  is  also  fitted  oil-tight  and 
held  in  position  only  by  two  cam  handles,  a  quarter  turn  of 
which  releases  it ;  no  oil  can  get  to  the  belts  or  floor.  The 
inside  of  engine-bed  and  all  the  parts  that  oil  comes  in 
contact  with  are  pickled  in  muriatic  acid  and  thoroughly 
washed,  removing  every  particle  of  sand  and  dirt.  The 
enclosure  is  dust-proof,  and  no  oil  is  wasted. 

The  crank-pin  and  cross-head  pin  are  not  dependent 
upon  the  oil  that  is  promiscuously  thrown  over  them  for 
lubrication.  Special  provisions  are  made  for  both.  On 
the  back  of  the  crank-discs  recesses  are  turned  eccentric  to 
the  crankshaft,  from  the  widest  part  of  this  cavity  holes 
are  drilled  diagonally  through  the  crank-pin,  through  which 
oil  is  freely  delivered  by  centrifugal  force  when  the  engine 
is  in  motion. 

The  valve  of  the  Ideal  Engine  is  of  the  hollow  piston 
type,  perfectly  balanced,  and  the  wear  very  slight.  As  the 
live  steam  is  entirely  on  the  outside  of  the  tube,  and  the 
inside  of  tube  only  is  in  communication  with  the  ends  of 
steanvchest,  the  tightness  of  the  valve  may  at  any  time  be 
tested  by  removing  the  steam  chest  covers  and  turning  on 
full  boiler  pressure. 

In  the  larger  engines  this  valve  is  made  double  ported  and 
the  low  pressure  valve  on  tandem  compound  engines  is  a 
balanced  flat  valve,  traveling  under  a  cover  which  is  held  in 
place  by  springs  and  so  arranged  that  steam  is  admitted 
through  two  ports  at  once,  thus  giving  a  quick  opening  at 
the  beginning  of  the  stroke. 


io6      New  Catechism  of  the  Steam  Engine. 


THE  IDEAL  ENGINE. 


Fig.  62.    THE  IDEAI,  HIGH  SPEED  AUTOMATIC  CUT-OFF  ENGINE. 


Fig.  63. 


ENGIN$.    Transparent  View  of  tfig, 


New  Catechism  of  the  Steam  Engine. 


THE  IDEAL  ENGINE. 


Fig.   64.      QUICK-OPENING,    SELF-PACKING   THROTTLE.      PATENT 
WATER  RELIEF.    EXPOSED  CYLINDER  BOLTS,  COVERED 
WITH  POLISHED  BAND,  AND  VISIBLE  PISTON- 
ROD  STUFFING  Box. 

The  governor  of  the  Ideal  engine  is  of  few  parts — con- 
sisting as  it  does  of  but  one  spring,  one  lever  (with  adjust- 
ing weight)  and  connecting  link  to  the  shifting  eccentric. 
All  parts  are  in  sight,  and  placed  at  such  a  distance  from 
the  shaft  as  to  be  readily  accessible.  The  levers  are  steel 
and  bearings  are  bushed  with  phosphor  bronze,  and  all 
parts  are  made  to  gauge  and  interchangeable. 

The  dash-pot  is  to  prevent  any  too  sudden  movement  of 
the  weights  and  levers,  due  to  an  instantaneous  change  of 
load,  and  avoids  any  violent  fluctuations  of  speed.  It  also 
maintains  the  equilibrium  of  the  force  of  weights  and 
springs. 


io8      New  Catechism  of  the  Steam  Engine. 

THE  IDEAL  ENGINE. 
Directions  for  Governor  Adjustment  of  the  Ideal 

All  the  governors  are  adjusted  at  the  shop  to  run 
engines  at  the  speed  called  for  in  the  contract,  unless  other 
wise  ordered.  Assuming,  now,  that  the  governor  is  adjusted 
to  a  fixed  speed,  in  order  to  increase  the  speed  of  the 
engine,  move  the  weight  on  the  governor  lever  near  to  thq 
fulcrum  pin.  To  reduce  the  speed,  move  the  weight  out 
toward  the  end  of  the  lever.  Tightening  the  spring  will 
also  increase  the  speed,  but  will  cause  the  engine  to  "  race," 
unless  at  the  same  time  the  block  which  holds  the  end  of 
the  spring  is  moved  toward  the  center  of  wheel.  The 
proper  way  to  change  the  speed  is  by  moving  the  weight, 
allowing  the  spring  to  remain  in  its  marked  position. 
Moving  the  block  which  holds  the  spring  towards  the  rim 
of  the  wheel  will  make  the  governor  more  sensitive  and 
regulate  more  closely,  but  if  moved  too  far,  this  will  cause 
the  governor  to  "race."  Moving  the  block  towards  the 
hub  of  the  wheel  has  a  tendency  to  stop  the  "  racing,"  but 
if  moved  too  far  the  speed  of  the  engine  will  be  reduced 
with  the  increased  load.  If  any  of  the  bearings  of  the 
governor  bind,  or  require  oiling  or  cleaning,  the  governor 
will  "  race."  These  bearings  should  be  kept  clean  and  in 
good  condition,  and  the  stuffing  box  to  the  dash-pot  must 
not  be  screwed  up  tight,  as  that  will  cause  the  governor  to 
"  race  "  when  set  for  close  regulation. 

The  face  of  the  slide  is  marked  with  a  line  where  the 
outer  edge  of  block  which  holds  the  spring  should  be, 
Figures  stamped  on  the  face  of  slide  give  length  of  end  of 
eye  bolt  extending  through  nuts.  This  gives  the  right 
tension  to  the  spring.  Tightening  the  spring  will  give 
closer  regulation,  but  will  cause  the  governor  to  "  race  "  if 
the  spring  is  too  tight.  "  Racing  "  caused  by  over  tension 
of  spring  can  be  stopped  by  moving  block  nearer  to  center 
of  wheel.  Fill  the  cups  on  governor  bearings  with  grease, 
and  give  the  cap  one  Quarter  turn  every  day.  Screw  the 


New  Catechism  of  the  Steam  Engine. 


THE  IDEAL  ENGINE. 

cap  to  the  stuffing  box  on  dash-pot  loosely,  only  using  your 
hand  to  turn  the  cap.  The  governor  should  be  taken  apart 
every  two  or  three  months,  and  bearings  cleaned  with  coal 
oil  to  remove  gum.  The  dash-pot  should  be  refilled  with 
glycerine  once  or  twice  a  year.  Oil  may  be  used  in  the 
dash-pot  in  place  of  glycerine  unless  the  engine  is  in  a  cold 
room,  where  the  oil  is  liable  to  congeal.  To  refill  dash-pot, 
unscrew  cover  on  end. 

In  taking  the  governor  apart,  allow  the  sliding  block 
which  holds  the  end  of  the  governor  spring  to  remain  with 
its  outer  edge  on  a  line  with  the  mark  across  the  face  of 
the  slide,  and  in  readjusting  the  spring,  place  the  same 
tension  on  it  as  before,  which  can  be  ascertained  by  meas- 
uring the  length  of  the  thread  through  the  nuts  before 
slacking  up  the  spring.  The  spring  should  be  stretched 
out  so  there  is  TV  inch  between  the  coils.  The  speed  of 
the  governor  is  changed  by  moving  the  weight  on  the  lever, 


Fig.  65.    THE  IDEAI,  STEAM  SEPARATOR  ATTACHED  TC 
THROTTLE 


no      New  Catechism  of  the  Steam  Engine, 


THE    WESTINGHOUSE    STEAM    ENGINE. 

This  well  known  type  of  engine  is  built  at  Pittsburgh, 
Pa.,  by  the  Westinghouse  Machine  Co. 


SECTIONAL  VIEW  OF  WESTINGHOUSE  JUNIOR  ENGINE, 


New  Catechism  of  the  Steam  Engine.      Ill 


THE  WESTINGHOUSE  ENGINE. 

The  three  illustrations  given  are  of  the  class  named 
"  Junior "  engines ;  two  other  principal  patterns  are  also 
manufactured;  the  " Standard"  engine  built  in  13  sizes, 
from  5  H.  P.  up,  and  the  "Compound"  built  in  10  sizes, 
with  steam  pressure  of  100  to  150  Ibs. 

All  these  classes  are  noted  for  close  regulation  and  the 
self-oiling  features;  the  details  of  the  "Junior"  here  given 


112      New  Catechism  of  the  Steam  Engine. 


THE  WESTINGHOUSE  ENGINE. 

apply  in  all  essential  particulars  to  the  construction,  etc.,  of 
the  "  Compound  "  and  "  Standard."  Fig.  67  and  68  repre- 
sent the  front  and  rear  view  respectively  of  the  "Junior" 
engine ;  Fig,  66  is  a  sectional  view  of  the  same. 

Referring  to  the  sectional  view  it  will  be  seen  that  the 
valve  H  is  of  the  hollow  piston  type,  packed,  steam  tight. 


Fig.  68.    REAR  VIEW  "OF  WESTINGHOUSE  JUNIOR  ENGINE. 


New  Catechism  of  the  Steam  Engine.      nj 

THE  WESTINGHOUSE  ENGINE. 

by  springs.  The  steam  ports  P  are  in  the  heads  of  the 
cylinders,  A  A,  which  are  single  acting;  the  pistons  N N 
are  directly  connected  to  the  connecting  rods  O  O  by 
means  of  wrist  pins. 

The  crank  shaft  and  cranks  C  are  forged  in  one  solid 
piece  and  are  enclosed  in  the  oil  chamber  B  which'  is  formed 
by  the  frame  of  the  engine.  Access  to  this  oil  chamber 
can  be  had  by  the  removal  of  plate  F.  One  end  of  the 
crank  shaft  carries  the  shaft  governor  wheel  T,  which 
operates  the  valve  by  means  of  rocker  arm  J  and  link  K. 

The  cut-off  is  regulated  by  an  eccentric  pin  being  thrown 
across  the  shaft  through  the  action  of  the  governor,  thus 
varying  the  travel  of  the  valve. 

The  steam  enters  at  U  at  the  center  of  the  valve  //", 
and  exhausts  at  the  ends  through  the  exhaust  pipe  R. 

The  main  bearings  E  are  lubricated  by  the  oil  cups  Q 
from  the  outside ;  all  drips  from  the  main  bearings  run 
through  the  channels  r,  into  the  oil  chamber  B. 

The  following  is  from  the  engineer's  reference  book 
furnished  by  the  Westinghouse  Company : 

"  Having  lubricated  the  engine  thoroughly  and  set 
the  several  oil  cups  to  feeding  properly,  open  the 
cylinder  cocks  and  the  drain  from  the  throttle ;  open 
the  throttle  slightly  and  start  the  engine  very  slowly. 

Let  the  engine  gradually  come  up  to  full  speed,  and 
when  the  water  has  worked  out  of  the  cylinders  and 
steam  pipe,  close  the  cylinder  cocks  and  throttle  drain. 
If  there  is  any  lost  motion  in  the  connections  there 
will  be  a  slight  noise  in  the  engine  while  it  is  below 
speed,  but  which  will  disappear  when  full  speed  is 
attained. 

11  In  shutting  down,  open  the  cylinder  cocks  and 
close  the  throttle  very  slowly,  in  order  that  the  engine 
may  lose  its  speed  gradually." 


H4      New  Catechism  of  the  Steam  Engine. 


RACINE  HIGH  SPEED  ENGINE. 


New  Catechism  of  the  Steam  Engine. 


RACINE  AUTOMATIC  ENGINES. 

This  type  is  shown  in  Fig.  tfp,  representing  a  high  speed 
automatic,  self-contained,  side  crank  engine.  It  is  equipped 
with  the  automatic  shaft  governor,  assuring  economical  use 
of  steam  and  quick  action  in  response  to  variations  in  the 
load  carried. 

The  frame  is  rigid  and  of  exceedingly  tasteful  design, 
adding  greatly  to  the  pleasing  appearance  of  the  entire 


Fig.  70.    SECTION  THROUGH  VAI,VE  AND  CYLINDER. 

engine ;  a  broad  outbearing  which  gives  additional  steadi- 
ness of  motion.  The  slides  for  the  cross-head  are  cast  solid 
in  the  frame,  as  also  are  the  broad  boxes  for  the  shaft. 

The  valve  is  of  the  hollow  piston  type,  balanced  and 
fitted  with  rings  which  keep  the  joints  tight  and  take  up 
the  wear  as  the  surfaces  wear  down.  Its  average  point  of 
cut-off  when  the  engine  is  giving  its  rated  horse  power  is  at 
one-quarter  stroke,  the  remaining  three-quarters  of  piston 
stroke  being  all  accomplished  by  the  expansive  power  of 
steam.  The  steam  ports  are  of  ample  size,  with  easy 
curves,  thus  reducing  wire  drawing.  Other  details  relating 
to  the  piston  valve  and  cylinder  are  shown  in  Fig.  70. 


Il6      New  Catechism  of  the  Steam  Engine. 


w 


New  Catechism  of  the  Steam  Engine.      Ilf 


THE  FITCHBURQ  ENGINE. 

This  engine  is  made  by  the  Fitchburg  (Mass.)  Steam 
Engine  Co.*  Fig.  71  shows  the  latest  design  of  the  hori- 
zontal automatic  variable  cut-off  engine  ;  Fig.  72  shows  the 
improved  wrist  plate  motion  used  to  actuate  the  steam 
valves  of  the  Fitchburg  engine.  The  former  wrist  plate 
motion  with  its  sleeve  rod  has  been  supplanted  by  this  new 
device.  It  reduces  the  travel  of  the  valves  one-half  and 
moves  but  one  valve  at  a  time,  requiring,  however,  no 
change  in  the  long  used,  perfectly  balanced,  expansible, 
double-ported  valves,  except  in  reduction  by  one-half  of 


Fig.  72- 

their  length  and  weight.  The  wrist  pin,  or  cam  roller, 
actuating  the  steam  valves,  travels  in  the  concentric  slot  of 
the  cam,  as  shown  plainly  by  the  cut,  without  moving  it 
during  more  than  half  of  the  pin's  travel,  then  gradually 
starting  the  valve  until  its  lap  edge  reaches  the  edge  of  the 
port,  when  by  the  special  form  given  the  cam  slot  the 
valve  is  thrown  open  suddenly,  remaining  open  till  point  of 
cut-off  and  then  as  suddenly  closed,  thus  opening  and  clos- 
ing the  port  swiftly,  the  valves  traveling  only  as  far  as  is 
necessary  to  fully  open  the  ports  and  return  to  their  rest, 
the  valves  at  either  end  acting  alternately,  one  remaining 
still  while  the  other  is  moving. 

*  Established  1871. 


flS      New  Catechism  of  the  Steam  Engine. 


THE  FITCHBURG  ENGINE  VALVE. 

The  point  of  cut-off  is  automatically  varied  from  nothing 
up  to  two-thirds  of  stroke  with  absolutely  even  speed. 
The  quick  movement  of  valves  in  opening  and  closing  the 
ports,  with  the  double  ports  in  the  valves,  gives  clean 
admission  and  cut-off. 


Figs.  73,  74,  75. 


New  Catechism  of  the  Steam  Engine. 


THE  FITCHBURG  ENGINE  GOVERNOR. 

Two  eccentrics  are  used  for  driving  the  independent 
steam  and  exhaust  valves,  all  valves  being  perfectly  balanced. 

The  steam  inlet  valves  are  worked  direct  by  the  cam 
wrist  plate.  The  valves,  as  shown  in  Fig.  73,  are  of  the 
piston  type,  four  in  number,  and  are  expansible  "  by  slack- 
ing the  bolts  bearing  on  the  head  of  valve  and  tapped  into 


Fig.  76. 

the  central  taper  plug,  then  tightening  those  tapped 
through  head  and  bearing  against  the  taper  plug,  the  latter 
is  forced  in  and  the  valve  expanded  in  diameter — the  ten- 
thousandth  part  of  an  inch,  or  any  amount  needed  up  to 
one-sixteenth  inch." 

The  cut  needs  no  description,  as  the  construction  is  so 
entirely  simple  as  to  be  readily  understood. 

The  governor,  Fig.  76,  is  fastened  to  the  crank  shaft  and 
is  therefore  a  part  of  the  shaft,  making  it  impossible  for  the 
engine  to  run  away,  or  for  the  governor  to  become  detached 


I2O      New  Catechism  of  the  Steam  Engine. 

THE  FITCHBURG  ENGINE. 

The  weights  O,  acting  over  generous  steel  pins  D  as 
rulcra,  are  to  exactly  balance  the  weight  of  the  eccentric 
and  its  strap,  and  in  vertical  engines  the  valve  and  valve 
rods  also,  leaving  no  work  upon  the  governor  but  to  shift 
the  eccentric  when  the  load  upon  engine  changes.  The 
connecting  rod  G  is  attached  to  the  suspension  arm  C  at  E, 
acting  directly  upon  eccentric,  while  the  opposite  rod  G'  is 
attached  to  opposite  arm  C  at  F,  acting  over  pin  D  as  a 
fulcrum  in  moving  eccentric  so  that  the  outward  motion  of 
both  of  the  centrifugal  weights  H  is  exerted  with  equal 
power  in  moving  the  eccentric  in  one  direction  across  the 
shaft. 

By  simply  transferring  the  ends  of  connecting  rods  G  G' 
from  E  to  F  and  from  F  to  E  respectively,  the  outward 
motion  of  the  weights  H  throws  the  eccentric  in  the  oppo- 
site direction  and  they  are  right  for  running  the  engine  the 
other  way,  a  new  eccentric,  also  in  halves  and  with  opposite 
offset,  being  substituted. 

The  action  is  as  follows :  So  long  as  the  engine  is  below 
speed  the  eccentric  is  kept  in  its  longest  throw  by  the  ten- 
sion of  the  springs  and  steam  follows  fy  of  stroke,  but  as 
soon  as  proper  speed  is  reached  centrifugal  action  causes 
the  weights  H  to  overcome  the  tension  of  the  springs  and 
to  move  outward  in  direction  of  arrows,  at  same  time 
lengthening  the  springs ; — by  means  of  the  connecting  rods 
G  G'  the  outward  motion  of  the  weights  turns  the  suspen- 
sion arms  C  upon  their  fulcra  D  and  through  the  ears  B  the 
eccentric  is  carried  across  the  shaft  from  S  toward  R,  and 
as  the  arcs  described  by  the  centres  B  B  are  in  opposite 
curves  they  compensate  each  other  and  the  centre  S  of 
eccentric  follows  a  straight  line  in  its  movement.  This 
manifestly  decreases  the  eccentricity  and  increases  the 
advance  of  the  eccentric,  giving  an  earlier  cut-off  to  the 
valve  until  when  the  eccentric  is  swung  squarely  back  of 
the  crank  the  valve  opens  only  the  lead,  there  being  all 


THE  FITCHBURG  ENGINE. 


Fig.  77.    THE  FITCHBURG  ENGINE,  COMPOUND  STEBPI*^  TYFB. 


122      New  Catechism  of  the  Steam  Engine. 


THE  FITCHBURG  ENGINE. 

points  between  this  and  extreme  cut-off  for  variation.    Upon 
the  least  diminution  of  speed  the  springs  have  more  power 


-^lIHIIIIIIIIIIIIIIIMIIIIIIMIIIIIIMIIMIIIIIIMIIIIMIIIIIIIIIIllllllllimilll 


^UmilllllJllllIllllllillllllllll 


Fig.  78.    THE  FITCHBURG  ENGINE,  CROSS  COMPOUND. 

than  the  centrifugal  force  of  the  weights,  and  the  motion  of 
the  parts  is  arrested  and  turned  in  the  opposite  direction,  giv- 
ing a  later  cut-off  as  more  work  is  performed  by  the  engine. 


New  Catechism  of  the  Steam  Engine.      123 

THE  FITCHBURG  ENGINE. 

Fig.  77  represents  the  Fitchburg  engine  built  in  the 
steeple  compound  type.  Fig.  78  shows  the  Fitchburg 
cross-compound. 


Pig.  79.    HIGH  SPEED  AUTOMATIC  FITCHBURG  ENGINE. 

This  company  also  build  high  speed  automatic  cut-off 
engines  with  single  valve  and  shaft  governor,  see  Fig.  79. 


124.      New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine.      125 


THE  PORTER-ALLEN  STEAM  ENGINE. 

These  engines  are  built  by  the  Southwark  Foundry  and 
Machine  Co.,  Philadelphia,  Pa.,  and  claim  the  distinction  of 
being  the  original  high  speed  steam  engine. 

Fig.  80  represents  the  latest  design  of  the  Porter-Allen 
high  pressure  engine ;  this  belongs  to  the  class  of  four  valve 
engines  with  two  independent  admission  valves,  controlled 


Figs.  8 1  and  82.    ECCENTRIC  AND  LINK,  SIDE  AND  FRONT  EI/EVATION. 

automatically,  each  adjustable  without  dismantling;  and 
two  exhaust  valves  operated  independently  of  the  admission, 
and  giving  a  constant  compression  adjustable  to  different 
speeds.  All  four  valves  are  absolutely  balanced  with  four 
simultaneous  openings  to  each  port  for  admission  and 
release  of  steam. 

This  engine  employs  a  link  motion  of  peculiar  form  to 
regulate  the  cut-off.  The  construction  of  the  link  is  shown 
in  Fig.  8 1.  It  is  of  the  form  known  as  the  stationary  link, 


T26      New   Catechism  of  the  Steam  Engine. 

THE  PORTER-ALLEN  ENGINE  VALVE. 

and  consists  of  a  curved  arm,  partly  slotted,  formed  in  on 
piece  with  the  eccentric  strap,  and  pivoted  at  its  middW 


point  on  trunnions,  which  vibrate  in  an  arc  whose  chord  is 
equal  to  the  throw  of  the  eccentric,  about  a  sustaining  pin 


New  Catechism  of  the  Steam  Engine.      127 

THE  PORTER-ALLEN  ENGINE  VALVE. 

secured  rigidly  to  the  bed.  The  radius  of  the  link  is  equal 
to  the  length  of  the  first  rod  by  which  its  motion  is  com- 
municated to  the  admission  valves. 

In  the  slot  is  fitted  a  block  from  which  the  admission 
valves  receive  their  motion.  This  block  is  moved  by  the 
action  of  the  governor,  which  thus  varies  the  point  of  cut- 
off. If  the  centre  of  the  block  is  brought  to  the  centre  of 
the  trunnions,  the  port  is  not  opened  at  all,  except  by  the 
lead  given  to  the  valves,  and  this  opening  is  closed  before 
the  piston  has  advanced  a  sensible  amount.  If,  on  the 
other  hand,  the  block  is  brought  to  the  end  of  the  slot,  as 
here  represented,  the  steam  is  not  cut  off  until  the  piston 
has  reached  about  six-tenths  of  the  stroke,  which  is  the 
limit  of  the  admission. 

The  exhaust  valves  are  driven  from  a  fixed  point  on  the 
link,  and  have,  of  course,  an  invariable  motion.  The  move- 
ments of  the  link  at  this  point  are  admirably  suited  to  this 
function,  causing  the  steam,  wherever  it  may  have  been  cut 
off  by  the  admission  valves,  to  be  held  until  near  the  termi- 
nation of  the  stroke,  when  it  receives  a  free  and  ample 
release,  and  is  confined  again  near  the  end  of  the  stroke  by 
the  closing  of  the  exhaust  valves  at  a  point  which  provides 
the  compression  required  to  arrest  the  motion  of  the  recip- 
rocating parts,  and  at  the  same  time  fill  the  end  clearance 
of  the  cylinder  with  the  compressed  steam. 

The  peculiar  motion  of  the  link  is  given  to  it  by  a  comai- 
nation  of  the  horizontal  and  the  vertical  throws  of  the 
eccentric.  The  horizontal  throw  alone  only  moves  the  link 
from  one  to  the  other  of  the  lead  lines,  which  motion  only 
draws  off  the  lap  of  the  valves.  The  opening  movement  is 
produced  by  the  tipping  of  the  link  alternately  in  the 
opposite  directions  beyond  the  lead  lines,  and  these  tipping 
motions  are  given  by  the  vertical  throws  of  the  eccentric. 

Its  upward  throw  tips  the  link  in  the  direction  from  the 
shaft,  and  opens  the  port  at  the  further  end  of  the  cylinder ; 


128      New  Catechism  of  the  Steam  Engine. 

THE  PORTER-ALLEN  ENGINE. 

and  its  downward  throw  tips  the  link  towards  the  shaft, 
and  opens  the  port  at  the  crank  end  of  the  cylinder.  At 
the  same  time  its  horizontal  throw  is  drawing  the  valve 
back,  and  when  in  this  return  movement,  that  point  in  the 
link  at  which  the  block  stands,  crosses  the  lead  line,  the 
steam  is  cut  off. 

The  eccentric  is  placed  on  the  shaft  in •  the  same  position 
with  the  crank,  and  cannot  be  altered  -from  this  position. 
The  lead  of  the  valves  is  adjusted  by  other  means.  The 
first  requirement  of  this  system  is,  that  the  crank  and  the 
eccentric  shall  have  coincident  movements,  and  so  shall 
arrive  on  their  dead  points,  or  lines  of  centres,  simultane- 
ously. 

To  insure  the  permanence  of  the  eccentric  in  its  correct 
position  it  is  made  to  form  one  piece  with  the  shaft. 

The  exhaust  valves  open  and  close  their  ports  in  such  a 
manner  that  the  opening  is  made  while  the  valve  is  moving 
swiftly,  and  one-half  of  the  opening  movement  has  been 
accomplished  when  the  piston  arrives  at  the  end  of  its 
stroke.  The  valves  are  so  constructed  that  this  portion  of 
the  movement  opens  the  full  area  of  the  port,  which  does 
not  begin  to  be  contracted  again  until  the  centre  line  of  the 
link  has  recrossed  the  lead  lines  on  its  return.  The  speed 
of  the  piston  is  then  also  diminishing,  and  the  exhaust  is 
not  throttled  at  all  until  the  port  is  just  about  to  be  closed. 

The  admission  valves  are  both  operated  by  two  separate 
rods  which  in  turn  are  operated  by  a  wrist  motion  consist- 
ing of  bell  cranks  and  being  connected  by  means  of  carrier 
arm  to  the  sliding  block  in  the  link. 

The  valves  are  relieved  of  all  steam  pressure  by  pressure 
plates,  the  construction  of  which  is  represented  in  the  sec- 
tion of  the  cylinder,  Fig.  83. 

On  the  lower  side  of  the  horizontal  section  both  admiss- 
ion valves  are  shown,  working  between  their  opposite 
parallel  seats,  one  of  which  is  formed  on  the  cylinder,  and 


New  Catechism  of  the  Steam  Engine.      129 


THE  PORTER-ALLEN  ENGINE. 

the  other  on  the  pressure  plates,  the  latter  having  cavities 
opposite  the  ports. 

The  valve  at  the  further  end  of  the  cylinder  is  at  the 
extremity  of  its  lap,  while  the  one  at  the  crank  end  has 
commenced  to  open  the  four  passages  for  admission  of  the 
steam. 


Fig.  84. 

The  pressure  plates  are  made  hollow,  and  most  of  the 
steam  supplied  to  two  of  the  openings  passes  through  them  ; 
they  are  arched  to  resist  the  pressure  of  the  steam  without 
deflection,  and  rest  on  two  inclined  supports,  one  above 
and  the  other  below  the  valve.  These  inclines  are  steep, 


fjo      New  Catechism  of  the  Steam  Engine. 

THE  PORTER-ALLEN  ENGINE. 

so  that  the  plates  will  be  sure  to  move  freely  down  them 
under  the  steam  pressure,  and  also  that  they  be  Closed  up  to 
the  valves  with  only  a  small  vertical  movement. 

They  are  prevented  from  moving  down  these  inclines  by 
a  screw,  passing  through  the  bottom  of  the  chest,  the  point 
of  which,  as  also  the  plug  against  which  it  bears,  is  of 
hardened  steel. 

The  pressure  plates  are  held  in  their  correct  positions  by 
projections  in  the  chest  on  one  side,  and  tongues  projecting 
from  the  cover  on  the  other,  which  bear  against  them  near 
each  end.  Between  these  guides  they  are  capable  of 
motion  up  and  down  their  inclined  supports,  and  also 
directly  back  and  forth  between  the  valves  and  the  covers. 

The  pressure  of  steam  is  always  on  these  plates,  and 
tends  to  force  them  down  the  inclines  to  rest  on  the  valves. 
By  means  of  the  screws  they  are  forced  against  the  steam 
pressure,  up  to  the  inclines  and  away  from  the  valves. 
This  adjustment  is  capable  of  great  precision,  so  that  the 
valves  work  with  entire  freedom  between  its  opposite  seats, 
and  still  are  steam  tight. 

Whenever  the  pressure  in  the  cylinder  exceeds  that  in 
the  chest,  the  admission  pressure  plate  is  instantly  moved 
back  to  contact  with  the  cover,  thus  affording  an  ample 
passage  for  the  discharge  of  water  before  it  can  exert  a 
dangerous  strain. 

The  governor  is  plainly  shown  in  Fig.  84.  The  active 
parts  are  very  light,  the  power  being  derived  from  a  high 
rotative  speed,  causing  a  sensitiveness  in  its  movements 
that  will  arrest  fluctuations  and  produce  uniformity  in  the 
running  of  the  engine.  The  balls  being  propelled  outward 
by  centrifugal  force  will  raise  the  pear-shaped  weight  and 
also  one  arm  of  a  lever,  thus  lowering  the  other  arm  of  the 
same  lever,  which  in  turn  lowers  the  sliding  block  in  the 
link  by  means  of  the  connecting  link  shown  in  the  cut, 
thus  shortening  the  cut-off. 


New  Catechism  of  the  Steam  Engine.      131 

THE  PORTER-ALLEN  ENGINE. 

To  set  the  admission  valves  place  the  engine  on  its  dead 
centre,  then  raise  the  governor,  bringing  the  centre  of  the 
block  between  the  centre  of  the  trunnions  of  the  link. 
With  the  governor  in  this  position,  set  the  valve  that  is 
about  to  open,  giving  from  -fa"  to  T3^"  lead  according  to 
the  size  and  speed  of  the  engine.  Then  turn  the  engine  to 
the  opposite  centre  and  set  the  other  admission  valve  in 
the  same  manner,  bearing  in  mind  that  both  admission 
valves  travel  to  centre  of  cylinder  to  admit  steam.  After 
letting  the  governor  down  it  will  be  noticed  that  the  valve 
has  moved  a  short  distance,  but  this  is  as  it  should  be,  as 
when  the  engine  is  on  the  other  centre  it  will  give  the  same 
movement  to  the  other  valve  ;  this  is  intended  to  equalize 
the  cut-off  on  both  strokes  at  the  same  points  in  the  stroke 
from  zero  cut-off  to  the  limit  of  cut-off  of  engine. 

To  set  the  exhaust  valves  have  the  engine  on  its  dead 
centre  and  set  the  valve  to  open  when  the  piston  is  from 
two  inches  to  eight  inches  from  the  end  of  its  stroke.  The 
opposite  exhaust  valve  is  set  in  the  same  manner.  The 
opening  point  is  controlled  by  the  speed  and  size  of  the 
engine.  The  brass  check  nuts  on  the  valve  stems  must  not 
be  screwed  up  hard  against  valves,  as  that  will  cause  them 
to  bind.  They  should  be  free  to  move  on  the  stem,  but 
not  too  loose,  as  to  cause  knocking.  Care  must  be  taken 
in  setting  up  the  pressure  plates  and  is  best  done  when  the 
engine  is  well  warmed  up,  by  opening  the  indicator  cocks 
and  backing  the  plate  off  until  it  allows  steam  to  leak  into 
the  cylinder  and  then  letting  it  down  till  the  leak  stops. 
After  this  work  has  been  done  the  engine  is  ready  for  steam, 
when  the  indicator  should  be  used  for  any  further  adjust- 
ment  of  the  valves,  especially  the  exhaust  valves. 


Fig. 


New  Catechism  of  the  Steam  Engine. 


THE  AJAX  STEAM  ENGINE. 


Fig.  86.    BAI^NCED  VAI,VE. 

This  engine  is  of  the  single  slide  valve  type,  with  over- 
hanging cylinder  and  locomotive  guides. 

The  valve  is  balanced  from  all  pressure  higher  than  the 
exhaust  by  a  relief  plate  on  the  back.  The  ports  are  long 
and  extend  below  the  bottom  of  the  cylinder,  thus  provid- 
ing perfect  drainage.  A  single  casting  forms  the  cylinder 
and  steam  chest,  which  saves  the  necessity  of  packing  the 
most  difficult  joint  in  the  whole  engine.  The  piston  is  cast 
hollow,  thus  making  it  as  light  as  the  requirements  of 
strength  will  permit.  The  packing  consists  of  narrow  cast- 
iron  rings  turned  eccentrically  and  larger  than  the  bore  of 
the  cylinder,  and  sprung  into  grooves  in  the  piston.  Tnese 
rings  require  but  little  adjustment,  cause  no  undue  friction 
or  wear,  and  leave  the  piston  free  to  move. 

The  above  cut  represents  a  sectional  view  of  the  valve, 
ports  and  piston  of  the  engine.  The  valve  is  a  common 
"  D  "  slide  valve,  accurately  balanced  by  a  circular  plate 
fastened  to  the  back  with  hollow  brass  collar  bolts,  which 


—  These  engines  are  built  at  the  Ajax  Iron  Works,  Coiry,  Pa. 


New  Catechism  of  the  Steam  Engine. 


THE  AJAX  ENGINE. 


i 34      New  Catechism  of  the  Steam  Engine f 

THE  AJAX  ENGINE. 

permit  the  exhaust  steam  to  act  on  the  top  of  the  plate. 
The  plate  is  encircled  with  a  floating  ring,  packed  as  will 
be  seen  in  the  cut.  This  ring  comes  in  contact  with  the 
chest  cover  and  is  kept  in  place  by  the  pressure  of  the 
steam.  In  case  of  water  or  excessive  pressure  in  the 
cylinder  it  allows  the  valve  to  raise  from  its  seat,  it  can  be 
easily  operated  with  one  hand  under  full  pressure  of  steam. 

The  area  of  ports  is  ample  for  the  highest  piston  speed 
which  the  engine  is  capable  of  sustaining.  They  are  very 
long  and  narrow,  which  reduces  the  travel  of  the  valve  to  a 
minimum,  and  permits  the  valve  and  seat  to  always  wear 
straight,  never  concave  or  convex,  and  always  takes  up  its 
own  wear  and  remains  steam  tight.  As  will  be  seen  in  trie 
cut,  the  ports  enlarge  after  leaving  the  seat.  This  prevents 
wire  drawing.  The  exhaust  port  is  large  and  opens 
directly  under  the  cylinder,  whence  the  exhaust  pipe  may 
be  conducted  to  either  side.  In  the  largest  sizes  the  steam 
chest  is  nearly  as  long  as  the  cylinder.  The  ports  are  four 
in  number :  two  steam  and  two  exhaust,  which  makes  the 
steam  passages  as  short  as  is  possible  with  a  "  D  "  slide 
valve. 

A  variable  eccentric  is  an  attachment  which  is  placed 
upon  all  Ajax  throttling  engines,  and  deserves  especial 
mention ;  it  can  be  reversed  if  desired,  or  steam  cut  off  at 
any  desired  point  from  zero  to  three-quarter  stroke  by 
simply  adjusting  the  eccentric  across  the  shaft.  This 
eccentric  is  graduated  for  three  different  points  of  cut-ofL 
To  change  the  point  of  cut-off,  loosen  two  nuts  on  the  out- 
side  of  the  eccentric,  move  the  eccentric  across  the  shaft  to 
the  desired  point,  and  tighten  the  nuts.  To  reverse  the 
engine,  move  the  eccentric  entirely  across  the  shaft,  accom- 
plishing the  result  as  easily  as  with  a  link  and  double 
eccentric. 

The  Ajax  engines  are  all  supplied  with  automatic  stop 
governors,  but  if  desired,  with  automatic  cut-off  governors. 


New  Catechism  of  the  Steam  Engine. 


WILLIAMS'  ENGINE. 


Fig.  88.    WJO^IAMS'  IMPROVED  COMPOUND  VERTICAL  ENGINE. 


Ij6      New  Catechism  of  the  Steam  Engine. 


WILLIAMS'  ENGINE. 


New  Catechism  of  the  Steam  Engine. 


WILLIAMS'   IMPROVED  VERTICAL 
ENGINES. 


These  engines  are  built  at  Youngstown,  Ohio,  by  Messrs. 
Wm.  Tod  &  Co.,  from  designs  furnished  by  Mr.  E.  F. 
Williams,  Engineer,  New  York  City.  Fig.  88  represents  a 
1 200  H.  F.  compound  vertical  engine  of  this  type.  In 


ij8      New  Catechism  of  the  Steam  Engine. 

WILLIAMS'  ENGINE. 

Figs.  89  and  90  are  two  sectional  views  of  the  Williams' 
vertical  standard  engine,  600  H.  P.,  all  parts  drawn  to  scale. 
It  will  be  seen  that  piston  valves  are  used  on  the  first  cylin- 
der, and  flat  multiported  valves  for  both  steam  and  exhaust 
on  the  low  pressure  cylinder.  The  high  pressure  valve  is 


Fig.  93.    WIWJAMS'  VERTICAL  COMPOUND  ENGINE,  DIRECT 
CONNECTED. 

controlled  by  a  shaft  governor,  and  the  low  pressure  valves 
driven  from  separate  eccentrics  (for  steam  and  exhaust), 
and  in  each  case  quarter  crank  rockers  modify  the  valve 
movements  in  such  a  manner  as  to  get  large  openings  with 
small  travel. 


New  Catechism  of  the  Steam  Engine. 


WILLIAMS'  ENGINE. 

The  piston  valves  may  be  briefly  described.  Two  pack- 
ing rings  are  used  which  are  self-adjusting  to  wear,  being 
held  out  against  the  bushing  (thereby  preventing  leakage) 
by  the  steam  pressures.  To  prevent  the  rings  being  set 
out  too  hard,  as  commonly  occurs  when  "  free  ring  "  pack- 


Fig.  94.    WIGWAMS'  VERTICAL  TRIPES  EXPANSION  ENGINE,  DIRECT 
CONNECTED  TO  DYNAMO. 

ing  is  used,  a  peculiar  construction  is  introduced  by  fitting 
the  rings  steam-tight  against  the  flange  joints  and  forcing 
them  against  it  by  the  introduction  of  short  helical  springs 
between  the  upper  or  steam  ring  and  the  central  ring,  which 
is  one  solid  band,  separating  the  packing  rings.  The  result 
U  a  light-running,  durable,  tight  piston  valve. 


New  Catechism  of  the  Steam  Engine. 


WILLIAMS'  ENGINE. 


Big.  95.    WIUJAMS'  IMPROVED  VERTICAL  ENGINE,  DIRECT  CON- 
NECTED TO  A  GENERATOR  *o»  B-AU.WAY  AND  POWER  SERVICE. 


New  Catechism  of  the  Steam  Engine. 


WILLIAMS'  ENGINE. 

The  standard  Williams'  engines  have  piston  valves  in  the 
high  pressure  cylinders  of  compounds  and  in  the  high 
pressure  and  intermediate  cylinders  of  triple  engines.  They 
are  not  confined  to  this  valve  system,  however.  The 
engravings,  Figs.  91  and  92  show  the  arrangement  of  multi- 
ported  flat  valves  (gridiron  type)  as  they  are  applied  to  the 
high  pressure  cylinders  of  compound  engines  when  flat 
valves  are  desired  for  both  cylinders.  By  arranging  the 
steam  and  exhaust  valves  as  shown,  they  are  quite  accessi* 
ble  and  the  percentage  of  cylinder  clearances  is  reduced  to 
a  proper  amount,  not  exceeding  5  or  6  per  cent. 

The  governor  is  mounted  on  the  shaft  as  shown  in  the 
figures.  Two  weight  arms  are  used  —  on  same  side  of  shaft 
—  and  two  springs,  and  in  some  cases  a  small  adjusting 
spring.  The  weight  arm  is  pivoted  on  roller  bearings  and 
the  springs  are  hung  on  knife  edges.  Cut-off  is  regulated 
by  the  governor  turning  the  eccentric  upon  the  shaft. 


Fig.  96.    MODERN  STEAM  ENGINE  WORKS. 


142      New  Catechism  of  the  Steam  Engine. 


THE  METROPOLITAN  ENGINE. 


New  Catechism  of  the  Steam  Engine.      14.3 


THE  METROPOLITAN  ENGINE. 

This  engine  is  self-contained  with  side  crank  as  shown  in 
Fig.  97,  its  essential  features  being  the  arrangements  for 
taking  up  the  wear,  also  the  self-contained  base. 

The  guide  portion  of  the  frame  is  cast  in  the  form  of  a 
hollow  cylinder,  the  front  side  being  removed  to  give  access 
to  the  cross  head,  and  the  edges  of  the  opening  are 
strengthened.  A  strengthening  ring  is  also  cast  about  the 
end  next  to  the  crank  which  firmly  connects  the  top  guide 
with  the  bed,  avoiding  any  tendency  to  spring.  The  form 
of  the  bed,  with  outer  pedestal  connected,  combines  a  rigid 
base  so  that  the  engine  runs  very  steadily  upon  no  other 
foundation. 

The  bed  is  extended  beyond  the  main  bearings,  as  well 
as  at  the  cylinder  end,  and  at  an  angle  of  45  degrees,  and 
includes  the  outboard  bearings,  making  the  engine  side 
crank,  self-contained,  setting  entirely  upon  its  own  base. 
The  space  between  the  main  and  outboard  bearings  is 
sufficient  to  admit  the  eccentric,  governor  belt  pulley  and 
driving  wheel ;  the  shaft  is  extended  beyond  the  outboard 
bearing  for  an  extra  pulley.  The  head  or  back  end  of  the 
bed  is  turned  and  faced  true  with  the  guides,  and  forms  the 
front  head  of  the  cylinder,  which  is  of  the  over-hanging 
type,  and  is  scraped  and  bolted  substantially  to  the  bed  in 
such  a  manner  as  to  secure  perfect  alignment  and  security 
against  leakage. 

The  piston-rings  are  self-adjusting,  and  are  furnished  with 
steel  springs  and  set  bolts.  The  piston-rod  is  of  steel, 
screwed  into  the  cross-head  and  secured  with  a  jamb  nut. 
The  cross-head  sets  vertically  and  is  provided  with  wedge- 
shaped  shoes  made  of  gun  metal  and  shaped  oval  top  and 
bottom,  which  are  easily  adjusted  on  the  studs  with  a  nut 
on  each  side  of  the  flanges.  The  cross-head  pin  is  hollow 
with  drop  oiler  attached  so  as  to  oil  when  running. 

NOTE.— Made  by  Donegan  &  Swift,  No.  6  Murray  St.,  N.  Y. 


New  Catechism  of  the  Steam  Engine. 


The  eccentric  rod  and  valve  stem  are  of  steel;  a  plain  D 
slide  valve  is  used,  and  the  ports  are  ample  for  the  rated 
horse  power. 

In  Fig.  98  is  shown  a  vertical  engine  of  the  same  type. 


New  Catechism  of  the  Steam  Engine.      745 


THE  BALL  ENGINE. 


146      New  Catechism  of  the  Steam  Engine. 


THE   BALL  AUTOMATIC  CUT-OFF 
ENGINE. 

These  engines  are  manufactured  at  Erie,  Pa.,  by  the 
Ball  Engine  Co.  Fig.  99  represents  a  tandem-compound 
side  crank  engine,  direct  connected  to  a  dynamo. 


Fig.  100.    THE  BAI,I,  VAI,VS. 


Fig.  101.    THE  BAI,I,  VAI,VE. 

The  construction  of  the  Ball  valve  is  quite  clearly  shown 
by  the  detailed  illustrations,  Figs.  100,  101  and  102. 


New  Catechism  of  the  Steam  Engine.      147 


THE  BALL  ENGINE. 


Fig.  102.    THE  BALI,  VALVE. 

It  consists  of  two  parts  telescopically  connected ;  this 
permits  each  part  to  adjust  itself  to  its  seat.  Referring  to 
Fig.  100,  the  manner  of  its  adjustment  to  its  seats  will  be 
made  clear  by  the  explanation  that  steam  enters  at  the 
top,  forcing,  in  its  efforts  to  escape,  the  upper  and  lower 
parts  of  the  valve  apart  until  each  rests  squarely,  and 
steam-tightly  against  its  seat,  and  this  forcing  apart  is  con- 
tinuous, and  constant  from  one  end  of  the  stroke  to  the 
other.  Fig.  101  is  here  embodied  simply  to  indicate  position 
the  valve  may  take  in  the  various  constructions,  while  Fig. 
1 02  is  given  showing  exaggerated  separation  to  indicate 
what  slight  frictional  contact  one  part  of  the  valve  has  to 
the  other. 

In  Fig.  103  is  presented  a  vertical  sectional  view  of  the 
steam  chesl  and  valve  which  will  make  clear  the  manner  of 
operating  the  valve,  and  the  steam  distribution  to  the 
cylinder,  and,  it  will  be  noted  that,  the  combined  port 
areas  represent  most  liberal  openings  through  which  the 
steam  passes  to  each  end  of  the  cylinder  up  to  very  nearly 
the  point  of  actual  closing  of  the  valve,  while  the  same 
freedom  is  present  for  the  discharge  of  steam  from  the 
cylinder  into  the  chest  and  thence  into  the  exhaust  pipe. 


2\Tew  Catechism  of  the  Steam  Engine. 


THE  BALL  ENGINE. 


Fig.  103.    THE  BAI/T.  VAI,VE— CHEST  AND  VAI,VE— SECTIONAL  VIEW. 

The  regulator  (Fig.  105)  is  an  adaptation  of  the 
"  Rites  governor  system  "  by  which  all  the  working  parts 
are  practically  reduced  to  a  single  moving  piece  swinging 


New  Catechism  of  the  Steam  Engine.      149 


THE  BALL  ENGINE. 

on  a  common  supporting  pin  thereby  reducing  the  friction 
to  a  minimum,  with  no  joints  to  interfere  with  the  best 
action  of  the  governor. 

The  Ball  engine  is  made  in  the  various  forms  usual  to 
the  modern  construction.  Fig.  104  represents  the  vertical 
cross-compound  engine. 


104.    VERTICAL  BAM,  CROSS  COMPOUND  ENGINE. 


New  Catechism  of  the  Steam  Engine. 


THE  LAKE  ERIE  ENGINE. 


Fig.  105.    THE  RITES  GOVERNOR  AS  APPLIED  TO  THE  BAI.I,  ENGINE. 


LAKE  ERIE  ENGINES. 

These  engines  are  designed  and  built  by  the  Lake  Erie 
Engineering  Works,  at  Buffalo,  N.  Y. 

Fig.  106  shows  a  triple  expansion,  vertical  engine  of  this 
type.  Fig.  107  shows  a  section  through  the  low  pressure 
cylinder,  showing  the  valves  and  working  parts  in  detail. 
The  following  description  applies  to  these  engines. 

The  cylinders  are  of  the  four  valve  type,  having  two  ports 
for  steam  and  two  ports  for  exhaust.  The  clearances  vary 


New  Catechism  of  the  Steam  Engine.      151 


THE  LAKE  ERIE  ENGINE.. 

from  two  and  one-half  or  three  per  cent,  to  seven  per  cent., 
according  to  the  diameter  of  the  pistons,  being  least  on  the 
greater  diameters. 


The  valves  are  of  the  double-faced  slide  type,  and  are 
small,  light  and  four  ported.  The  high  pressure  steam 
valve  is  wnolly  balanced,  and  the  others,  working  under 


New  Catechism  of  the  Steam  Engine. 


THE  LAKE  ERIE  ENGINE. 

light  pressures,  are  operated  by  independent  gear.  The 
lap  is  adjustable,  permitting  of  the  most  advantageous 
setting  for  either  condensing  or  non-condensing  service. 
The  governor  and  steam  valves  are  constructed  so  as  to 
carry  the  steam  as  far  as  three-fourths  stroke  in  the  first 
cylinder,  should  the  demands  of  the  load  at  any  time 
require  it.  The  movement  of  the  high  pressure  admission 
valve  is  controlled  by  the  centrifugal  shaft  governor,  by 
means  of  which  the  engine  is  regulated  as  regards  the  speed 
of  revolution.  The  governor,  which  has  only  two  weights, 
one  spring  and  four  pivoted  joints,  is  extremely  sensitive. 

The  cylinders  are  substantially  and  neatly  lagged  with 
iron,  and  the  intervening  spaces  between  cylinders  and 
lagging  filled  with  non-conducting  material.  The  steam 
chest  covers  are  provided  with  panelled  or  corrugated 
hoods  and  polished  on  the  exterior  surface. 

The  frames  supporting  the  cylinders  are  of  the  "A" 
type  of  double  box  columns  of  cast  iron  securely  bolted  to 
flanges  on  the  bottom  of  the  cylinder  and  the  bed  plate. 
The  slides  are  on  the  inner  surfaces  of  the  columns,  the 
bed  plate  is  heavy  and  substantially  designed,  and  especially 
arranged  for  direct  coupled  generators  when  desired. 

On  account  of  the  severe  service  to  which  street  railway 
engines  especially  are  subjected,  and  in  order  to  provide 
for  emergencies,  all  bearings  are  water  jacketed  and  remov- 
able. The  slides  are  also  water  jacketed  and  are  arranged 
so  they  can  be  easily  removed  and  renewed  in  case  of  acci- 
dent. This  point  of  water  jacketing  all  main  working 
parts  is  of  vital  importance  in  the  use  of  large  units  for 
continuous  service.  In  compounds,  the  high  pressure 
cylinder  is  steam  jacketed.  In  triples,  the  high  pressure, 
as  well  as  the  intermediate  pressure,  is  steam  jacketed. 


New  Catechism  of  the  Steam  Engine. 


THE  LAKE  ERIE  ENGINE. 


Floor  LJne 


Fig.  107.     SECTION  THROUGH  LOW  PRESSURE  CYLINDER  OF 

ERIE  ENGINE. 


New  Catechism  of  the  Steam  Engine.      755 


THE    AHES    ENGINE. 

These  engines  are  all  automatic.  Fig.  108  exhibits  the 
Ames  Iron  Works'  Single  Cylinder  Engine  direct  connected 
to  dynamo. 


Fig.  109.    GOVERNOR  FOR  AMES  ENGINE. 

The  frame  is  made  very  deep,  and  carried  well  above  the 
center  line,  the  strains  thus  being  resisted  by  metal  in  direct 
line  between  the  cylinder  and  main  bearings.  The  frame 

NOTE. — These  engines  are  built  by  the  Ames  Iron  Works,  Oswego, 
N.  Y. 


I 56      New  Catechism  of  the  Steam  Engine. 

THE  AMES  ENGINE. 

will  not  spring  perceptibly  under  any  strain  whatever  that 
it  may  be  called  upon  to  carry.  The  lower  guide,  valve- 
rod  guide,  and  seats  for  main  bearing  shells  are  cast 
integral  with  it,  making  it  impossible  for  any  portion  of 
the  engine  to  get  out  of  line  except  by  wear,  which  is 
provided  for.  The  frame  is  so  arranged  that  all  oil  wasted 
from  bearings  finally  drains  to  the  crank-pit. 


Fig.  no.    HORIZONTAL  SECTION  OF  CYLINDER  OF  AMES  ENGINE. 

The  governor  is  of  extreme  simplicity,  yet  capable  of 
accurate  control  of  the  engine,  see  Fig.  109. 

All  the  parts  are  very  accessible,  and  may  be  entirely 
removed  from  the  wheel  by  loosening  three  nuts. 

The  balanced  slide  valve  used  is  clearly  shown  in  the 
cuts,  Figs,  no  and  in,  and  consists  of  a  flat,  rectangular 


New  Catechism  of  the  Steam  Engine. 


THE  AMES  ENGINE. 

casting  finished  on  both  sides  and  to  an  exact  thickness. 
This  valve  works  frictionless  between  the  seat  and  a  heavy 
pressure  plate  which  is  maintained  at  a  proper  distance 
from  the  seat  by  two  strips  of  iron  ground  about 
thicker  than  the  valve. 


Fig.  in.    CROSS  SECTION  OF  CYLINDER  OF  AMES  ENGINE. 

Any  wear  can  be  taken  up  by  a  good  mechanic  in  a  short 
time.  Wearing  down  by  its  own  weight  does  not  open  a 
leak,  and  as  the  sides  are  vertical  and  subjected  to  equal 
pressuress  friction  is  reduced  to  a  minimum,  making  the 


i 58      New  Catechism  of  the  Steam  Engine. 


Fig.  113. 
CONNECTING  ROD 

FOR 
AMES  ENGINE. 


Pig.  112.    CRANK  SHAFT  OF  THE  AMES  ENGINE. 


New  Catechism  of  the  Steam  Engine. 


THE  AMES  ENGINE. 

valve  very  durable  and  capable  of  running  a  long  time 
without  attention.  It  will  also  act  as  a  safety  valve,  and 
will  relieve  the  cylinder,  without  injury,  of  a  dose  of  water. 

The  rocker  arm  is  horizontal  ;  the  center  bearing  works 
in  a  bath  of  oil,  which  requires  renewing  only  at  long 
intervals.  Motion  is  communicated  to  the  valve  by  means 
of  a  slotted  crosshead  and  square  block,  which  carries  the 
valve  rod  in  a  straight  line  and  is  provided  with  means  of 
compensating  for  any  wear.  The  eccentric  rod  is  connected 
to  the  rocker-arm  and  also  to  the  governor  by  ball  and 
socket  bearings.  It  is  hollow,  and  through  it  the  bearing 
at  the  governor  end  is  oiled. 

The  throttle  consists  of  a  flat  valve  rotated  through  one- 
half  a  revolution  by  means  of  a  worm  and  hand  wheel. 

The  crosshead  is  a  single  casting  of  the  slipper-guide 
pattern  ;  the  sliding  surface  is  very  large  and  is  scraped  to 
a  perfect  bearing. 

The  connecting  rod  is  shown  in  Fig.  113.  The  adjust- 
ment of  crosshead  end  is  by  a  wedge  moved  by  an  adjusting 
screw  on  the  top  of  rod.  The  crank  end  is  of  the  "  Marine  " 
type,  the  adjustment  being  by  means  of  lock  nuts  so 
arranged  that  the  outer  one  of  each  pair  is  of  finer  pitch 
than  the  inner  one. 

The  lubrication  of  the  Ames  is  as  follows  :  A  chamber  is 
provided  under  each  of  the  main  bearings,  into  which  all 
oil  wasting  from  their  outer  end  drains.  This  oil  is  returned 
to  the  bearings  by  rings,  which,  riding  on  the  shafts  and 
dipping  into  the  chamber  below,  continually  carry  up  a 
stream  of  oil.  All  oil  wasting  from  the  inner  ends  of  the 
main  bearings  is  caught  and  carried  to  the  crank-pin.  The 
holes  through  which  the  oil  passes  to  the  crank  are  one-half 
inch  in  diameter,  so  as  not  to  be  readily  stopped  up.  They 
are  also  straight  throughout  their  length,  that  they  may  be 
conveniently  cleaned. 


160      New  Catechism  of  the  Steam  Engine. 
THE  ARLINGTON  AND  SIMS  ENGINE. 

This  engine,  represented  in  Fig.  1 14,  belongs  to  the  high 
speed  automatic  single  valve  type. 

The  valve  is  a  hollow  piston  valve,  packed  steam  tight, 
admitting  steam  at  the  center,  and  exhausting  at  the  <snds. 


The  valve  is  operated  by  an  eccentric  pin,  whose  posi- 
tion is  regulated  by  the  governor,  which  is  a  modification 
of  the  Rites  single  weight  governor  system,  Fig.  115. 


New  Catechism  of  the  Steam  Engine.       161 


Fig.  us- 
RITES  IMPROVED  GOVERNOR. 


ARMINGTON  &  SIMS  ENGINE. 

As  will  be  seen  the  weight  and  arm  forms  one  piece, 
swinging  about  a  pin  in  the  governor  wheel.  The  end  of 
the  arm,  which  is  attached  to  the  pin,  is  extended,  and  to 
it  is  attached  the  eccentric  pin,  and  on  the  extreme  end  a 
counterbalance  weight  and  dashpot. 

The  spring,  which  counteracts 
the  centrifugal  force,  is  attached 
to  the  weight-arm  between  the 
pin  and  weight,  its  other  end 
being  attached  to  an  arm  of  the 
governor  wheel.  When  the 
weight  is  thrown  outward  by 
the  centrifugal  force,  it  swings 
the  eccentric  pin  toward  the 
center  of  the  shaft,  thus  short- 
ening the  valve  travel  and  cut- 
off. 

The  self-oiling  arrangement  is  shown  in  Fig.  116. 
The  main  bearing  is  lubricated  by  a  chain,  which  hangs 
over  the  shaft,  into  an  oil  reservoir,  and  by  the  rotation  of 
the  shaft  it  carries  the  oil  upwards,  and  thus  into  the  bearing. 

Around  the  main  shaft, 
between  the  crank  disc  and 
the  main  bearing,  is  located 
an  eccentric  disc  ;  oil  from 
a  stationary  cup  located 
on  the  main  bearing  is  fed 
into  this  disc,  and  by  the 
rotation  of  the  engine  is 
thrown  to  the  highest 
point  of  this  disc,  from 

thence  it  flows  through  suitable  ducts  directly  on  to  the 
crank  pin  bearing.  The  lower  surface  of  the  cross-head 
runs  in  oil,  the  top  surface  being  recessed  out,  forming  a 
small  oil  reservoir  which  is  fed  from  a  stationary  oil  cup  on 


Fig.  116 


ARMINGTON  &  SIMS 
DEVICE. 


162      New  Catechism  of  the  Steam  Engine. 

THE  STEAM  TURBINE. 

the  top  of  the  guides.  These  two  upper  surfaces  are 
connected  by  an  oil  duct  leading  across  the  top  of  the 
cross-head  pin,  thus  furnishing  ample  lubrication  for  these 
wearing  surfaces.  The  crank  discs  are  partially  covered 
with  an  attractive  hood. 


THE  STEAfl  TURBINE. 

The  steam  turbine  is  simply  an  impact  motor,  changing 
the  velocity  of  the  steam  into  rotary  motion,  by  compelling 
it  to  act  upon  a  number  of  peculiarly  curved  vanes,  similar 
to  those  used  in  the  Pelton  water  wheel,  thus  it  is  not  a 
pressure  engine,  but  an  impact  motor. 

Essentially  the  steam  turbine  consists  of  two  pieces,  and 
no  mechanism  can  have  less,  a  wheel  and  its  axle,  with  a 
suitable  frame  or  support.  It  uses  steam  of  high  pressure, 
expanding  it  before  it  is  used.  The  energy  of  the  steam 
is  transferred  by  free  expansion  into  the  energy  of  a  mass 
in  motion,  and  the  impact  of  the  particles  of  steam  or 
water  against  the  vanes  is,  in  brief,  the  method  of  utilizing 
the  energy  stored  in  the  steam. 

Two  general  types  of  steam  turbines  are  now  in  use ;  one 
in  which  the  revolving  discs  are  slotted  at  an  angle  and 
work  close  to  stationary  discs  similarly  slotted,  but  in  the 
reverse  direction.  The  equivalent  of  the  compounding  of 
a  steam  engine  is  obtained  by  multiplying  the  number  of 
discs  and  the  thrust  of  the  shaft  is  wholly  overcome  or 
utilized  to  advantage  by  the  arrangement  of  the  discs  in 
such  a  way  as  to  modify  the  strain. 

The  other  type  is  a  disc  having  buckets  or  cups  of  pecu- 
liar shape  fastened  to  the  sides  and  to  balance  the  thrust 
of  the  shaft  steam  is  directed  against  both  sides  of  the  disc. 


New  Catechism  of  the .  Steam  Engine.       i6j 

THE  STEAM  TURBINE. 

volume  at  each  turbine,  till  it  arrives  at  the  next  series  of 
turbines ;  these  are  of  larger  diameter,  and  consequently- 
greater  peripheral  speed  and  capacity,  and  they  allow  of 
further  gradual  expansion. 

The  steam  then  flows  to  the  last  series  of  turbines,  where, 
the  expansion  being  completed,  it  passes  to  the  exhaust 
pipe.  The  rows  of  turbine  blades  are  formed  of  hard  brass, 
and  accurately  shaped ;  those  keyed  into  the  shaft  project 
outwardly,  and  nearly  touch  the  case;  those  keyed  into 
the  case  project  inwardly  between  the  moving  rows,  and 
nearly  touch  the  shaft.  The  turbines  are  so  proportioned 
that  the  steam  passes  from  one  row  to  the  next  throughout 
the  entire  turbine  with  the  most  suitable  velocity  for  eco- 
nomical working  under  the  prescribed  conditions.  On  the 
right  are  the  dummy  or  rotating  pistons  to  balance  the  end 
pressure  of  the  steam. 

Both  types  of  turbine  have  given  results  in  the  develop- 
ment of  power  on  a  steam  consumption  about  equal  to  that 
u,-;ed  by  high  class  engines. 

The  compound  steam  turbine  of  the  "parallel  flow  type" 
consists  of  a  series  of  parallel  flow  turbines  set  one  after 
the  other  on  the  same  shaft,  so  that  each  turbine  takes 
steam  from  the  preceding  one  and  delivers  it  to  the  next. 
The  steam,  entering  by  an  inlet  all  around  the  shaft,  passes 
through  the  successive  turbines  of  gradually  increasing  area 
of  passageway, 

NOTE. — At  the  Bordeaux  Exhibition  a  one  hundred  horse  power  De 
Iv^val  turbine  ran  on  21  pounds  of  steam  per  hour  per  horse  power  on 
a  seven  hour  test,  with  113  pounds  initial  pressure  and  26  inches  of 
vacuum.  With  a  load  of  50  horse  power  the  consumption  per  horse 
power  increased  to  only  23.27  pounds.  A  satisfactory  item  as  bearing 
upon  the  continued  efficiency,  is  that  after  nine  months  of  use  the  tur- 
bine generated  a  horse  power  on  19. 58  pounds.  At  Troyes  a  2  horse 
power  turbine  running  with  only  71  pounds  initial  developed  a  horse 
power  on  the  same  amount — 19.58. 


1 6 4      New  Catechism  of  the  Steam  Engine. 

THE  STEAM  TURBINE. 

In  these  several  passageways  the  steam  expands  gradu- 
ally by  small  increments. 

In  a  moderate-size  turbo-motor  there  may  be  from  thirty 
to  eighty  successive  rings,  and  when  the  steam  arrives  at 
the  last  ring  the  expansion  has  been  completed. 

On  the  left  side  of  the  steam  inlet  are  the  dummy  or 
rotating  pistons,  which  are  fixed  to  and  rotate  with  the 
shaft.  On  their  outside  are  grooves  and  rings  which  pro- 
ject into  corresponding  grooves  in  the  case.  By  means  of 
the  thrust  bearing  of  the  motor,  the  longitudinal  position 
of  the  shaft  is  adjusted,  and  grooves  and  projecting  rings 
kept  nearly  touching,  so  as  to  make  a  practically  tight 
joint.  The  object  of  these  pistons  is  to  steam-balance  the 
shaft  and  relieve  end  pressure  on  the  thrust  bearing. 

With  compound  condensing  turbines,  a  steam  efficiency 
comparable  with  the  best  compound  or  triple-expansion 
condensing  engines  was  at  length  reached,  and  it  was  then 
resolved  to  test  the  application  of  the  compound  turbine 
to  the  propulsion  of  ships,  for  which  purpose  it  seemed 
well  suited. 

An  account  of  an  experimental  ship  built  to  test  the 
system  for  marine  propulsion  is  given  on  page  421  of  this 
book;  the  steam  turbine  is  invading  the  field  of  station- 
ary engineering  and,  once  its  experimental  period  is  passed, 
may  be  expected  to  become  a  prominent  factor  in  large 
station  work,  as  for  electrical  service  it  possesses  especial 
advantages. 


New  Catechism  of  the  Steam  Engine.      16$ 


THE   CORLISS  STEAM  ENGINE. 

The  Corliss  engine  differs  mainly  from  all  other  engines 
by  its  peculiar  construction  of  the  valves. 

The  valves  are  four  in  number,  two  for  steam  and  two 
for  exhaust.  They  are  set  at  right  angles  with  the  center 
line  of  the  engine,  and  are  either  semi-rotary  valves  or  flat 
slide  valves,  but  in  both  cases  the  construction  of  the  valve 
mechanism  is  the  same,  the  only  difference  being  that  the 
flat  valve  consists  of  a  cast-iron  plate,  which  slides  on  a 
smooth  surface  at  the  end  of  the  cylinder,  and  includes 


Fig.  119.    WORKS  AT  PROVIDSNCB. 

the  steam  port.  The  motion  is  transmitted  to  this  plate 
from  the  rotating  valve  stem  by  means  of  links  and  bell 
cranks  fastened  to  the  valve  stem  inside  of  the  valve 
chest,  so  that,  if  the  valve  stem  commences  to  rotate,  the 
flat  plate  will  be  drawn  parallel  with  the  cylinder,  across 
its  seat,  thus  uncovering  the  port.  These  valves  are,  how- 
ever, not  very  frequently  used. 

The  more  popular  type  of  Corliss  valve  is  the  semi- 
rotary  valve,  shown  in  Fig.  1 21,  and  its  location  in  the 
cylinder  casting  is  shown  in  Fig.  120,  the  upper  valve,  I, 
being  the  steam  valve,  the  lower  one,  2,  the  exhaust  valve.* 

*NoTE. — Only  one-half  of  the  vertical  section  of  the  cylinder  is 
shown,  the  other  two  valves  being  the  same  as  those  shows. 


166      New  Catechism  of  the  Steam  Engine. 


THE  CORLISS  STEAM  ENGINE. 


Figs.  120  and  121. 
Table  Showing  Lap  and  Lead  of  Valves  of  Corliss  Engine. 


Wrist  Plate  on  its  Center. 

Cylinder  Diameter  in 
Inches. 

Steam  Lead 
Kngine  on 
Center. 

Steam 

Exhaust 

Lap. 

Lap. 

8,  10  &  12. 

3-i6" 

1-32" 

1-32" 

14,  16,  1  8  &  20. 

JT 

1-16" 

1-32" 

22,  24,  26,  28  &  30. 

5-16" 

3-32" 

3-64" 

32,  34  &  36. 

#" 

yr 

1-16" 

New  Catechism  of  the  Steam  Engine.      16? 

THE  CORLISS  STEAM  ENGINE. 

Steam  enters  at  Fig.  1 20  and  passes  through  the  steam 
port,  3,  into  the  cylinder,  and  is  exhausted  through 
exhaust  port,  4. 

In  Fig.  121  these  valves  are  shown  in  perspective  on  an 
enlarged  scale,  I  being  the  steam  valve,  and  2  the  exhaust 
valve. 

The  recesses  a,  Fig  121,  cut  across  the  face  of  the  cir- 
cular end  of  the  valves,  are  to  receive  a  T-shaped  head  of 
the  valve  stems,  which  transfers  the  rotary  motion  of  the 
latter  to  the  valves,  and  still  allows  the  valves  to  be  with- 
drawn from  their  respective  chambers,  by  removing  the 
covers  on  the  front  side  of  the  engine. 

It  also  enables  the  valves  to  leave  their  seats,  if  forced 
by  water  or  overpressure,  and  to  follow  up  near  without 
binding  the  valve  stem.  The  steam  valve  is  riding  upon 
the  port,  which  connects  the  steam  chest,  5,  with  the 
cylinder,  and  is  held  to  its  seat  by  steam  pressure,  while 
the  exhaust  valve  is  held  to  a  port  connecting  exhaust 
chamber,  6,  with  the  exhaust  valve  chamber,  thus  the 
steam  pressure  always  holds  it  to  its  seat. 

An  important  feature  of  the  Corliss  engine  is  the  valve- 
gear.  Economy  in  the  use  of  steam  requires  that  it  shall 
be  admitted  to  the  cylinder  at  and  near  the  beginning  of 
the  stroke  of  the  piston  at  a  pressure  not  much  below  that 
in  the  boiler ;  that  this  pressure  shall  be  maintained  prac- 
tically constant  for  a  portion  of  the  stroke,  and  that  then 
the  supply  shall  be  cut  off  quickly,  the  remaining  portion 
of  the  stroke  being  completed  under  the  expansion  of 
steam  in  the  cylinder.  Under  these  conditions  the  pres- 
sure of  steam  in  the  cylinder  will  be  so  far  reduced  at  the 
conclusion  of  the  stroke  that  little  or  no  more  useful  work 
can  be  performed  by  it.  Then  this  steam  must  be  ex- 
hausted so  freely  that  back  pressure  in  the  cylinder  will  be 
reduced  to  a  minimum. 


1 68      New  Catechism  of  the  Steam  Engine. 


CORLISS  ENGINE  GOVERNOR. 


Fig.  122. 


New  Catechism  of  the  Steam  Engine.      169 

CORLISS  ENGINE  GOVERNOR. 

This  is  accomplished  in  the  Corliss  engine,  by  the  use  of 
very  short  valve  ports,  which  reduce  the  friction  to  a  mini- 
mum. 

Another  great  advantage  of  the  use  of  4  ports  is,  that 
the  steam  entering  the  cylinder  need  not  pass  through 
ports  cooled  down  previously  by  the  exhaust. 

The  sharp  and  quick  cut-off  is  gained  by  the  use  of  a 
releasing  mechanism,  Figs.  123  and  124,  which  only  opens 
the  valve,  the  closing  being  done  by  dashpots  shown  at  D 
Fig.  125. 

These  dashpots  consist  of  cast  iron  cylinders,  in  which  a 
piston  is  working  air  tight ;  when  the  valve  is  opened  by 
means  of  the  hook  C  and  bell  crank  2?,  the  rod  O  is  also 
lifted,  which  in  turn  raises  the  piston  of  the  dashpot,  and 
no  air  being  admitted  below  it,  a  vacuum  is  created. 

Now  if  the  hook  is  tripped  by  the  cam  S,  operated  by 
the  governor,  the  air  acting  with  a  pressure  of  1 5  pounds 
to  the  square  inch  upon  the  dashpot  piston,  will  force  it 
down  almost  instantly,  and  thus  close  the  valve,  shutting 
off  the  steam,  which  by  its  expansion  continues  the 
stroke. 

To  avoid  pounding  of  the  dashpot  piston,  when  it  strikes 
the  bottom  of  the  cylinder,  another  cylinder  is  arranged, 
in  which  air  is  compressed,  thus  cushioning  the  descending 
piston. 

The  governor  shown  at  Fig.  122,  operates  cam  5  by 
means  of  reachrod  G  and  lever  Ht  Fig.  125. 

If  the  engine  speeds  up,  the  governor  balls  will  rise,  and 
by  way  of  their  connection  with  rod  G  push  cam  S  toward 
the  hook  C,  thus  tripping  it  earlier  in  the  stroke,  which 
operation  cuts  off  steam  quicker. 

Again  if  the  engine  slows  down,  the  governor  balls  in 
descending  will  pull  the  cam  away  from  the  hook,  allowing 
admission  of  steam  to  be  continued  further  along  the 
stroke. 


f/o      New  Catechism  of  the  Steam  Engine. 

THE  CORLISS  ENGINE. 

The  travel  of  the  exhaust  valves  is  constant  at  all  speeds. 

The  oilgag  which  will  be  noticed  on  the  governor  is  to 
prevent  too  sudden  actions  of  the  governor,  at  very  vary- 
ing loads,  which  would  cause  the  engine  to  race. 

The  type  of  engine  invented  by  Corliss,  and  which  bears 
his  name,  has  produced  such  remarkable  results  in  the  field 
of  steam  engineering  that  all  must  be  interested  in  the  man 

George  Henry  Corliss  was  born  on  June  2,  1817,  in 
Easton,  Washington  Co.,  N.  y.  He  died  in  Providence, 
R.  I.,  on  February  21,  1888.  The  highest  known  honors 
ever  accorded  to  any  engineer  have  been  given  to  him  by 
foreign  governments  and  scientific  societies.  It  has  been 
well  said  that  the  combined  work  of  the  two  men,  Watt 
and  Corliss,  has  changed  the  face  of  the  entire  world. 

Mr.  Corliss  was  not  fitted  by  any  special  education  for 
his  great  work  of  taking  the  steam  engine  up  where  it  was 
left  by  the  immortal  Watt,  and  bringing  it  to  its  present 
high  state  of  perfection.  He  never  saw  the  inside  of  a 
machine  shop  until  he  was  24  years  of  age.  He  attended 
an  ordinary  village  school  at  Greenwich  until  he  was  14 
years  of  age,  and  a  few  years  in  various  lines  of  the  leather 
business,  naturally,  for  him,  resulted  in  the  invention  of  a 
harness  sewing  machine  which  long  preceded  the  famous 
sewing  machine  invented  by  the  Howe  brothers. 

Mr.  Corliss  first  came  to  Providence  in  1844  to  complete 
an  invention  of  his,  for  sewing  harness  leather.  He  went  to 
the  High  Street  Furnace  Company,  but  soon  took  his  work  to 
the  steam  engine  works  of  Fairbanks,  Bancroft  &  Company. 
His  sewing  machine  was  fully  completed,  but  he  showed 
such  adaptability  as  an  inventor  and  draughtsman,  that  he 
was  induced  by  the  above  firm  to  enter  their  service,  which 
involved  an  abandonment  of  the  harness-sewing  machine. 

The  details  of  invention  of  the  engine  and  its  introduc- 
tion in  1845  and  in  the  years  following,  would  fill  a  volume. 


New  Catechism  of  the  Steam  Engine.      777 

THE  CORLISS  ENGINE. 

At  the  present  day  the  Corliss  engine  is  made  in  Eng- 
land, Germany,  France  and  in  fact  in  every  civilized  coun,> 
try  in  the  world. 

While  many  improvements  have  been  made  in  the  valve 
gear  of  the  Corliss  engine  its  great  distinguishing  features, 
the  four  valves,  releasing  gear  with  the  dash-pot,  cut-off, 
etc.,  remain  the  same  in  principle  as  first  proposed  by  the 
inventor.  Very  many  of  the  original  engines  built  by  the 
inventor  are  still  in  use  every  day  most  satisfactory,  for  in- 
stance, one  in  Phillipsburg,  New  Jersey,  (Warren  Pope 
Works)  is  still  running  with  the  identical  valve  gear  first 
introduced  by  Corliss. 

The  Corliss  system  of  valve  gear  has  also  proved  to  be 
well  adapted  to  the  compounding  of  steam.  Of  the  com- 
pound engine  it  has  been  said  that  it  has  some  advantages 
over  the  simple  engine,  such  as  a  better  distribution  of 
strains  and  a  more  nearly  uniform  rotative  effect  on  the 
crank-pin,  and  hence  on  the  shaft.  For  a  given  power  the 
first  cost  of  a  compound  engine  exceeds  that  of  a  simple 
engine ;  but  this  is  partially  balanced  by  the  saving  in 
boiler  capacity,  and  is  very  soon  saved  in  less  cost  of  fuel. 

There  are  different  plans  of  compounding,  one  of  which 
is  to  use,  in  effect,  two  engines  connected  to  cranks  on  the 
ends  of  the  shaft.  The  tandem  compound,  with  cylinders 
arranged  one  forward  of  the  other  r  this  has  the  advantage 
of  occupying  a  narrow  space  compared  with  the  two  en- 
gines side  by  side,  and  does  not  present  so  many  moving 
parts  to  be  cared  for.  It  also  has  the  advantage  due  to 
the  cylinders  being  placed  close  together,  so  that  the  cer- 
tain loss  due  to  passing  the  steam  a  considerable  distance, 
from  the  high  to  the  low  pressure  cylinder,  is  avoided. 


if  2      New  Catechism  of  the  Steam  Engine. 


Valve  Gear  of  Corliss  Engine  with  Directions 
for  Setting  Corliss   Valve. 

There  is  a  great  variety  of  releasing  gears  as  applied  to 
the  Corliss  engine,  yet  they  differ  only  in  detail  and  not  in 
principle,  and  may,  for  convenience,  be  divided  into  two 
classes. 

Those  engines,  whose  valves  rotate  toward  the  center  of 
the  cylinder  in  admitting  steam,  may  be  considered  as  the 
first  class,  and  include  the  "crab-claw  gear/'  Fig.  123,  as 
originally  applied  by  Corliss  and  still  used  in  a  modified 
form  by  several  later  builders.  The  Reynolds-Corliss, 
Philadelphia-Corliss  engines,  and  several  other  makes,  be- 
long  to  this  class  also,  but  are  equipped  with  a  device 
known  as  the  "  half-moon  gear." 


Fig.  123.    CRAB  CI,AW  RELEASING  GEAR. 

The  second  class  is  made  up  of  those  engines  in  which 
the  steam  valves  rotate  toward  the  ends  of  the  cylinder,  or 
outward,  when  opening  for  admission,  generally  using  a 
form  of  gear  styled  the  "  oval  arm  gear,"  Fig.  124.  To 
this  class  belong  the  Allis-Corliss  and  Hewes  and  Phillips- 
Corliss  engines. 


New  Catechism  of  the  Steam  Engine. 


DIRECTIONS  FOR  SETTING  CORLISS  VALVES. 

Fig.  125  shows  all  the  essential  parts  of  the  valve  gear, 
The  bonnets  on  the  crank  end  are  omitted  from  the  draw- 
ing in  order  to  show  the  marks  made  by  the  builders  for 
setting  the  valves.  The  steam  valves  work  in  the  cham- 
bers St  S,  and  the  exhaust  valves  work  in  the  chambers 
E,  E.  The  double-armed  levers  A,  C  work  loosely  on  the 
hubs  of  the  valve  stem  brackets  and  the  lever  arms  B ;  the 
former  are  connected  to  the  wrist  plate  W  by  the  rods  M ; 
the  levers  B  are  keyed  to  the  valve  stems  V,  and  are  also 
connected  by  the  rods  O  to  the  dash  pots  D%  D.  The 


Fig.  124.    THE  RELEASING  MECHANISM  OP  THE  CORUSS 

VAI,VE  GEAR. 
Shown  upon  an  enlarged  scale  of  Fig.  125. 

double-armed  levers  carry  at  the  outer  ends  C  hardened 
steel  catch  plates,  which  engage  with  arms  B>  making  the 
two  arms  B  and  C  work  in  unison  until  steam  is  to  be  cut 
off.  At  this  point  another  set  of  levers  H9  connected  by 
the  cam  rods  G  to  the  governor,  come  into  play,  causing 
the  catch  plates  to  release  the  arms  B,  the  outer  ends  of 
which  are  then  pulled  downward  by  the  weight  of  the  dash- 
pot  plunger,  causing  the  steam  valves  to  rotate  on  their 
axes  and  thus  cut  off  steam. 


New  Catechism  of  the  Steam  Engine. 


DIRECTIONS  FOR  SETTING  CORLISS  VALVES. 


New  Catechism  of  the  Steam  Engine.      775 

DIRECTIONS  FOR  SETTING  CORLISS  VALVES. 

These  are  the  essential  features  of  the  Corliss  gear, 
although  the  design  of  the  mechanism  is  greatly  modified 
by  different  builders. 

The  exhaust  valve  arms  F  are  connected  to  the  wrist 
plate  by  the  rods  N,  and  it  is  seen  that  all  the  valves  re- 
ceive their  motion  from  the  wrist  plate ;  the  latter  receives 
its  motion  from  the  hook  rod  /.  This  rod  is  generally  at- 
tached to  a  rocker  arm,  not  shown ;  to  this  arm  the  eccen- 
tric rod  is  also  attached.  The  carrier  arm  is  usually  placed 
about  midway  between  the  wrist  plate  and  eccentric,  and 
in  the  centre  of  its  travel  stands  in  a  vertical  position. 

The  setting  of  the  valves  is  not  a  difficult  matter  when, 
on  the  wrist  plate,  its  support,  valves  and  cylinder,  the  cus- 
tomary marks  have  been  placed  for  finding  the  relative 
positions  of  wrist  plate  and  valves. 

Now,  when  the  back  bonnets*  of  the  valve  chambers  have 
been  taken  off,  there  will  be  found  a  mark  or  line  a  on  the 
end  of  each  steam  valve  s,  coinciding  with  the  working  or 
opening  edge  of  each  valve;  another  line  b  will  be  found 
on  each  face  of  the  steam  valve  chamber  coinciding  with 
the  working  edge  of  the  steam  port.  The  exhaust  valves 
and  their  chambers  are  marked  in  a  similar  way,  i.  e.,  the 
line  g,  on  the  end  of  each  exhaust  valve,  coincides  with  the 
working  edge  of  the  valve,  and  the  line  h,  on  the  face  of 
each  exhaust  valve  chamber,  coincides  with  the  working 
edge  of  the  exhaust  port.  On  the  hub  of  the  wrist  plate 
will  be  found  a  line  dT  coinciding  with  the  centre  line  */,  k; 
lastly,  there  are  three  lines,  fy  c,  f  on  the  hub  of  the  wrist 
plate  support,  placed  in  such  a  way  that  when  the  line  d 
coincides  with  the  line  c,  the  wrist  plate  will  stand  exactly 
in  the  centre  of  its  motion,  and  when  the  line  d  coincides 
with  either  of  the  lines  f,  f,  the  wrist  plate  will  be  at  one 

NOTE. — These  marks,  in  this  case,  are  shown  on  the  front  of  the 
valve  and  chamber,  on  the  right  hand  side  of  Fig.  125  the  conditions 
are  the  same  as  in  the  back. 


176      New  Catechism  of  the  Steam  Engine. 

DIRECTIONS  FOR  SETTING  CORLISS  VALVES. 

of  the  extreme  ends  u  or  v  of  its  travel.  It  should  be 
noticed  that  since  the  lines  f,  c,  f  are  drawn  on  periphery 
of  the  hub  of  the  wrist  plate  support,  and  the  line  d  is 
drawn  on  the  periphery  of  the  wrist  plate  hub,  these  lines 
cannot  stand  in  a  vertical  position,  as  shown.  We  have 
adopted  this  way  of  showing  them  simply  for  the  purpose 
of  making  the  matter  plain. 

In  setting  the  valves,  the  first  step  will  be  to  set  the  wrist 
plate  in  its  central  position,  so  that  the  lines  c  and  d  will 
coincide,  and  fasten  the  wrist  plate  in  this  position  by  plac- 
ing a  piece  of  paper  between  it  and  the  washer  L  on  its 
supporting  pin.  Now  set  the  steam  valves  so  that  they 
will  have  a  slight  amount  of  lap,  that  is  to  say,  the  lines  a 
must  have  moved  a  little  beyond  the  lines  b ;  the  amount 
of  this  lap  depends  much  on  individual  preference  and  ex- 
perience ;  it  ranges  from  T^  to  #  inch  for  small  engines, 
and  from  J^  to  T9^-  inch  for  comparatively  large  engines. 
This  lap  is  obtained  by  lengthening  or  shortening  the  rods 
M  by  means  of  the  adjusting  nuts. 

Now  place  the  exhaust  valves  e,  by  lengthening  or  short- 
ening the  rods  N  by  means  of  the  adjusting  nuts,  in  a  posi- 
tion so  that  the  working  edges  will  just  open  the  exhaust 
ports,  or,  in  other  words,  place  the  lines  g  and  h  in  line 
with  each  other.  Some  engineers  prefer  a  slight  amount 
of  lap,  others  prefer  a  slight  opening  of  the  exhaust  ports 
when  the  valves  are  placed  in  this  position ;  under  these 
conditions  the  lines  g  and  h  cannot  be  in  line,  but  will 
stand  apart,  as  indicated  in  the  illustration ;  the  distance 
between  these  lines  will,  of  course,  be  equal  to  the  desired 
amount  of  opening ;  for  small  engines  it  is  about  ^  inch, 
and  for  larger  engines  may  be  increased  to  -^  inch,  but  in 
any  case  the  amount  of  this  opening  should  be  less  than 
the  lap  of  the  steam  valves,  otherwise  there  will  be  danger 
of  blowing  through. 


New   Catechism  of  the  Steam  Engine.       777 
DIRECTIONS  FOR  SETTING  CORLISS  VALVES. 

The  paper  between  the  wrist  plate  and  the  washer  on 
the  supporting  pin  should  now  be  taken  out,  so  that  the 
wrist  plate  connected  to  the  valves  can  be  swung  on  its 
pin. 

The  next  step  will  be  to  pay  some  attention  to  the  rocker 
arm.  Set  this  arm  in  a  vertical  position  by  means  of  a 
plumb-line,  and  connect  the  eccentric  rod  to  it ;  then  turn 
the  eccentric  around  on  the  shaft,  and  see  that  the  extreme 
points  of  travel  are  at  equal  distances  from  the  plumb-line. 
To  secure  this  a  little  adjustment  in  the  stub  end  of  the 
eccentric  rod  may  be  necessary.  Now  connect  the  hook 
rod  /  to  its  pin  on  the  wrist  plate,  and  again  turn  the  ec- 
centric around  on  the  shaft,  and  thus  determine  the  ex- 
treme  points  of  travel  of  the  wrist  plate.  If  all  parts  have 
been  correctly  adjusted,  the  line  d  will  coincide  with  the 
lines  ft  f  at  the  extreme  points  of  travel ;  if  this  is  not 
the  case,  the  hook  rod  will  have  to  be  adjusted  at  its  stub 
end  so  as  to  obtain  the  desired  equalized  motion  of  the 
wrist  plate. 

The  next  step  will  be  to  set  the  valves  correctly  with  the 
position  of  the  crank ;  to  do  so  the  lengths  of  the  rods  M 
and  N  must  not  be  changed,  but  the  following  mode  of 
procedure  should  be  followed :  Place  the  crank  on  one  of 
its  dead  centres,  and  turn  the  eccentric  loosely  on  the  shaft 
in  the  direction  in  which  the  engine  is  to  run,  until  the 
steam  valve  nearest  to  the  piston  shows  an  opening  or  lead 
of  -j1g-  to  ^  inch,  according  to  size  of  engine,  the  smaller 
lead,  of  course,  being  adopted  for  small  engines.  After  the 
proper  lead  has  been  given  to  this  valve,  secure  the  eccen- 
tric and  turn  the  shaft  with  eccentric  in  the  same  direction 
in  which  the  engine  is  to  run  until  the  crank  is  on  the  op- 
posite dead  centre,  and  notice  if  the  opening  or  lead  at  this 
end  of  the  cylinder  is  the  same  as  on  the  other  steam 
valve ;  if  not,  shorten  or  lengthen  slightly,  as  may  appear 
necessary,  the  connection  between  wrist  plate  and  eccen- 


New  Catechism  of  the  Steam  Engine. 


DIRECTIONS  FOR  SETTING  CORLISS  VALVES. 

trie:  of  course,  much  adjustment  in  the  length  of  these 
connections  is  not  admissible  without  setting  the  valves 
with  reference  to  the  wrist  plate. 

The  only  thing  which  remains  now  to  be  done  is  to  ad- 
just  the  cam  rods  G.  To  do  so,  secure  the  governor  balls 
in  their  highest  position  and  disconnect  the  hook  rod  from 
wrist  pin  ;  lengthen  or  shorten  the  cam  rods  G,  so  as  to 
bring  the  detachment  apparatus  into  action,  swing  the  wrist 
plate  back  and  forward  and  make  such  adjustment  in  the 
rods  G  as  to  permit  the  steam  valves  to  be  released  when 
the  steam  port  has  been  opened  about  y&  inch.  This  ad- 
justment is  for  the  purpose  of  keeping  the  engine  under 
the  control  of  the  governor,  in  case,  for  some  reason  or 
another,  the  load  on  the  engine  is  suddenly  thrown  off,  so 
that  the  valves  are  not  opened  at  all  when  the  governor  is 
at  its  highest  position.  After  this  adjustment  the  governor 
balls  should  be  placed  in  their  lowest  position.  The  releas- 
ing gear  is  constructed  in  such  a  manner  as  to  close  the 
steam  valves  automatically,  in  case  the  belt  leading  to  the 
governor  should  be  broken. 

To  set  the  cut-off  even,  proceed  as  follows  :  Block  up  the 
governor  where  it  stands  when  an  average  load  is  on  the 
engine  and  mark  on  the  guides  the  extreme  travel  of  the 
cross-head.  With  the  governor  blocked  up  move  the  en- 
gine slowly,  either  by  hand  or  by  admitting  a  very  little 
steam,  until  the  valve  is  tripped,  and  note  the  exact  dis- 
tance traveled  by  the  cross-head  up  to  this  point.  Turn 
the  engine  to  the  other  center,  hook  up  the  valve  and 
repeat  the  process  on  the  other  stroke.  If  the  distance 
traveled  by  the  cross-head  is  not  the  same  in  both  cases 
lengthen  one  point  of  cut-off  and  shorten  the  other  until 
the  travel  of  the  cross-head  is  exactly  the  same  on  both 
strokes,  up  to  the  point  where  the  valves  are  unhooked. 

The  dash-pot  rod  should  be  adjusted  in  length  so  the 
steam  valve  arm,  resting  thereon,  when  the  dash-pot 


New  Catechism  of  the  Steam  Engine. 


DIRECTIONS  FOR  SETTING  CORLISS  VALVES. 

plunger  is  home,  or  at  the  bottom  of  the  pot,  is  in  such  a 
position  that  the  latch  is  sure  to  hook  over  the  latch  stud 
and  the  stud  lies  midway  between  the  latch  die  and  the 
closing  shoulder.  This  will  insure  on  the  one  hand  the 
positive  engagement  of  the  latch,  and  on  the  other  hand 
prevent  the  shoulder  from  jamming  down  upon  the  latch 
stud.  If  the  dash-pot  rod  is  too  short,  the  latch  will  not 
hook  on. 

The  dash-pot  is  provided  with  a  leather  packing  in  the 
vacuum  plunger  underneath  the  dash-pot  proper.  This 
should  be  kept  moist  and  in  good  condition.  To  spread 
the  packing,  introduce  some  liners  of  paper  inside  the  flange 
on  cup  leather.  When  leather  is  adjusted  just  right,  the 
pot  will  work  promptly  and  softly.  The  valve  in  the  air 
opening  is  to  regulate  the  amount  of  air  cushion  by  adjust- 
ing the  screw  in  the  escape  hole. 

The  regulator  gag-pot  is  used  on  Corliss  engines  to  pre- 
vent over-sensitiveness  of  the  governor  and  its  response  to 
trivial  changes.  Use  only  coal  or  kerosene  oil  in  this  pot, 
and  remove  one  or  more  of  the  screws  in  the  piston  if  re- 
quired to  give  greater  freedom  of  motion.  See  that  all 
parts  of  the  governor  move  freely. 


be 


New  Catechism,  of  the  Steam  Engine.      /<?/ 


THE    CORLISS    ENGINE. 

The  engravings  Fig.  126  and  Fig.  127  represent  the  valve 
gear  side  and  crank  side  of  the  single  cylinder  engine  built 
by  the  Corliss  Steam  Engine  Co.  in  works  established  by 
Geo.  H.  Corliss,  the  original  inventor  of  the  Corliss  Engine, 
and  incorporated  1856. 

The  frame  of  the  engine  is  of  the  Corliss  Girder  type, 
made  of  a  substantial  pattern  with  heavy  support  at  the 
end  of  the  guide. 

These  guides  are  circular  in  form,  so  that  the  crosshead 
slides  have  bearing  for  full  width.  The  wrist  lever,  instead 
of  being  the  usual  round  wheel  form,  is  a  skeleton  frame 
making  connections  very  short  to  the  steam  and  exhaust 
arms,  and  so  proportioned  as  to  give  a  very  rapid  opening 
and  closing  of  the  inlet  and  outlet  valves. 

The  dash  pots  are  noiseless  in  their  action  and  are  easily 
adjusted.  The  engine  is  furnished  with  a  fly  ball  governor 
with  patented  improvements  for  obtaining  perfect  regula- 
tion and  for  instantly  shutting  off  steam  in  case  of  necessity, 
or  breakage  of  the  regulator  belt. 

The  Corliss  Steam  Engine  Co.  also  build  this  type  of 
machine  in  compounds  and  triple  expansion. 

The  cylinder  is  steam  jacketed  both  in  the  barrel  and  in 
the  heads,  barrel  jacket  and  cylinder  proper  being  one 
casting.  Casing  is  of  sheet  steel  and  each  exhaust  port  is 
provided  with  a  patent  safety  relief  attachment  for  allowing 
the  escape  of  entrained  water. 

NOTE. — The  claim  is  sometimes  made  by  interested  parties  that 
the  Corliss  valve  gear  is  complicated  in  its  detail,  and  not  easily  com- 
preheiided  except  by  experts.  The  direct  contrary  of  this  is  true  of  the 
valve  gear  of  these  engines.  The  motion  and  the  arrangement  of  parts 
are  remarkably  simple,  and  can  be  understood  by  any  one  of  ordinary 
intelligence. 


New  Catechism  of  the  Steam  Engine.      183 


Fig.  128.    HIGH  SPEED  PHILADELPHIA  CORLISS  ENGINE. 


THE   PHILADELPHIA    CORLISS   ENGINE. 

This  engine  is  built  by  the  Philadelphia  Engineering 
Co.,  Philadelphia,  Pa.  Its  noted  feature  being  the  releas- 
ing gear,  which  is  called  the  "  Gordon  Improved  Corliss 
Valve  Gear." 

Fig.  129  and  130  show  the  horizontal  engine  and  Fig.  133 
the  Gordon  gear.  The  difference  between  the  latter  and 
the  ordinary  Corliss  gear  may  be  plainly  seen  in  the  illus- 
tration. The  dash  pots  are  cast  in  one  piece  with  the 
exhaust  bonnets. 

The  parallel  rod  does  not  hook  into  a  pin,  as  commonly 
employed,  but  slides  through  an  opening,  in  a  pin,  which 
is  free  to  turn  in  the  wrist  plate.  The  length  of  the  rod  is 
fixed  by  a  pin,  wlrch  springs  into  a  hole  in  the  rod ;  the 
pin  is  released  by  slacking  the  handle,  after  which  a  further 
turn  to  the  right  (not  to  exceed  half  a  turn  in  all)  causes 
the  sleeve  enclosing  the  pin  to  jam  the  parallel  rod  tight 
and  fast,  thus  taking  all  wear  off  the  parallel  rod  and  the 
opening  in  which  it  is  held. 


lS6      New  Catechism  of  the  Steam  Engine. 


THE  PHILADELPHIA  CORLISS  ENGINE. 


FRONT  ELEVATION. 

VERTICAL  TANDEM  COMPOUND  ENGINE. 


Fig.  131. 


New  Catechism  of  the  Steam  Engine.      187 

_________.^__--_-— _ ^_—___— — _ — ___________———— 

THE  PHILADELPHIA  CORLISS  ENGINE. 


SIDE  ELEVATION. 

VERTICAL  .TANDEM  COMPOUND  ENGINE. 

Fig.  132. 


i88      New  Catechism  of  the  Steam  Engine. 

GORDON'S  IMPROVED  CORLISS  ENGINE  GEAR. 

The  piston  is  shown  in  Figs.  135  and  136,  and  the  gov- 
ernor  is  of  the  Porter  type,  the  weight  being  cylindrical 
instead  of  pear  shape. 


133.    GORDON'S  IMPROVED  CORLISS  VAI^VE  GEAR. 


New  Catechism  of  the  Steam  Engine.      189 

Figs.  131  and  132  show  the  front  and  side  view  of  the 
vertical  compound  Philadelphia  Corliss  engine.  Fig.  134 
shows  a  cross  compound  and  Fig.  128  a  high  speed  Phila- 
delphia Corliss  engine. 


VERTICAL  CROSS  COMPOUND  PHILADELPHIA  CORLISS  ENGINE. 

Fig.  134- 

Fig.  135  shows  the  construction  of  the  piston  used  in  this 
engine,  being  the  front  view  with  part  of  the  follower  ring 
cut  away  to  show  the  set  screws  and  rings.  Fig.  136 
exhibits  the  side  view  with  one  half  in  section. 


New  Catechism  of  the  Steam  Engine. 


THE  WHITEHILL  CORLISS  ENGINE. 


Fig.  135.  Fig- 

PISTON  OF  THE  PHILADELPHIA  CORLISS  ENGINE. 


THE  WHITEHILL  CORLISS   ENGINE. 

This  engine  is  built  by  the  Newburg,  (N.  Y.)  Ice  Machine 
and  Engine  Co.  The  Whitehill  Corliss  engine  is  built 
simple  or  compound,  condensing  or  non-condensing,  with 
single  wrist  plate  valve  motion  or  double  wrist  plate  valve 
motion  with  separate  eccentric  for  steam  and  exhaust. 

Figs.  137  and  138  present  a  front  and  back  view  of  this 
engine. 

The  valve  gear  is  of  the  approved  general  type  belonging 
to  the  Corliss  engine  and  the  governor  is  the  familiar  ball 
governor. 

The  Whitehill  Corliss  engine  is  made  in  all  styles  and  for 
all  duties,  and  embodies  in  its  design  the  approved  details 
and  proportions  demanded  by  the  requirements  of  modern 
engineering  practice. 


New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine.      193 
THE   BATES-CORLISS  ENGINE. 

This  engine  is  constructed  by  the  Bates  Machine  Co.,  at 
Joliet,  Illinois.  Fig.  1 39  illustrates  a  left  hand  Bates-Corliss. 
The  principal  feature  of  the  Bates-Corliss  engine  is  its 
exceedingly  simple  liberating  device. 

Fig.  140  shows  valve  gear  in  full.  W  is  wrist  plate  which 
gives  motion  to  both  steam  and  exhaust  valves.  R  R  are 
valve  rods  which  operate  the  steam  valves.  L  L  are  con- 
necting links  and  are  supported  by  steel  pins  I  I  securely 
fastened  in  wrist  plate.  P  P  are  small  steel  wrist  pins  con- 
necting valve  rods  R  R  with  links  L  L.  C  is  a  centre  line 
drawn  from  centre  of  pins  O  and  I,  which  indicates  the 
line  of  strain  between  the  two  points.  D  D  are  tripping 
arms  moving  to  and  from  each  other,  varying  point  of  cut- 
off to  suit  load.  They  are  actuated  by  governor  through 
rods  G  G.  H  H  are  dash  pots  which  instantly  close  steam 
valves  as  soon  as  released  at  wrist  plate.  Observe  that  the 
center  of  pin  P  on  right  side  which  connects  link  L  to  valve 
rod  R  is  below  centre  line  C. 

The  operation  is  as  follows :  The  wrist  plate  W  moving 
in  the  direction  indicated  by  arrow  would  cause  link  L  to 
tighten  and  keep  its  hold  on  valve  rod  R  until  the  end  of  link 
L  comes  in  contact  with  roller  D  at  which  point  the  centre 
of  pin  P  is  raised  above  center  line  C,  allowing  the  dash  pot 
to  instantly  close  steam  valve,  the  link  assuming  similar 
position  to  that  shown  on  left  hand.  When  wrist  plate 
completes  its  motion  in  direction  indicated  the  left  hand 
link  L  and  rod  R  will  fold  together  like  that  on  right  side. 

Figs.  141  and  142  represent  an  automatic  stop  with  which 
all  the  Bates-Corliss  engines  are  equipped  and  of  which  the 
following  is  the  description  : 

C  and  D  are  independent  discs  between  which  is  placed 
spring  F  connected  to  the  hub  of  C  and  rim  of  D.  The 
tension  of  this  spring  is  resisted  by  pawl  E  on  disc  C,  thus 
causing  discs  C  and  D  to  work  as  one.  Rod  A  connects 
direct  to  the  governor.  Rods  B  connect  to  tripping  device 


New  Catechism  of  the  Steam  Engine. 


THE  BATES-CORLISS  ENGINE. 

at  valve  motion.  Should  any  accident  befall  the  governor 
it  would  immediately  descent  until  pawl  E  came  in  contact 
with  adjustable  screw  G,  disengaging  it  from  disc  D,  thus 
allowing  the  spring  F  to  throw  the  rods  B  back  to  the 


196      New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine. 


earliest  point  of  cut-off,  shutting  off 
steam  and  stopping  the  engine.  When 
the  engineer  stops  his  engine  and  the 
governor  descends,  he  pushes  pin  H 
into  a  recess  in  disc  D,  thus  stopping 
the  downward  travel  of  the  governor  at 
a  point  where  pawl  E  will  lack  just  a 
trifle  of  being  in  contact  with  adjustable 
screw  G.  When  the  engine  is  started  in 
motion  again  and  the  governor  rises, 
the  pin  H  is  automatically  forced  out 
leaving  the  automatic  stop  free  to  act. 


Fig.  143.    CROSS-HEAD,  BATES-CORUSS. 

The  cross-head,  Fig.  143,  is  of  the 
solid  box  form,  fitted  with  a  forged  steel 
pin  which  is  tapered  and  ground  to  a 
joint  and  is  held  in  place  with  nut ;  the 
shoes  are  adjustable  with  wedges  having 
bearings  the  entire  length  and  can  be 
removed  while  the  cross-head  is  in  place 
without  disengaging  connecting  or  pis- 
ton  rods.  The  connecting  rod  is  shown 
in  Fig.  144. 


New  Catechism  of  the  Steam  Engine,       rpp 


THE  ST.   LOUIS  CORLISS  ENGINE. 

The  St.  Louis  Corliss  Engine  is  built  by  the  St.  Louis 
(Mo.)  Iron  &  Machine  Works,  established  1854. 

Fig.  145  shows  a  front  view  of  a  single  right  hand 
engine,  Fig.  146  a  rear  view  of  the  same  engine. 

The  valve  gear,  see  Fig.  147,  is  the  standard  hook 
releasing  type,  and  is  operated  by  an  eccentric  on  the 
engine  shaft ;  the  releasing  devices  on  the  steam  valves  are 
controlled  automatically  by  the  action  of  the  governor. 
The  four  valves  are  each  circular,  with  valve  stems  which 
operate  the  valves,  made  from  phosphor  bronze. 

All  the  valve  rods  are  also  provided  with  bronze  stub 
ends,  having  adjustable  boxes  for  taking  up  wear ;  valve 
stems  and  hooks  are  also  made  from  phosphor  bronze,  and 
all  pins  are  made  from  the  best  forged  crucible  steel,  and 
are  fitted  to  gauge. 

The  wrist  plate  is  circular,  with  all  pins  located  near  the 
circumference  to  give  a  rapid  movement  to  the  valves. 

Where  the  piston  travel  exceeds  700  feet  per  minute, 
double  ported  steam  valves  are  used  to  insure  prompt 
steam  admission. 

The  dash  pots  are  of  the  vacuum  type,  with  plungers 
enclosed  and  protected  from  all  dust.  They  are  entirely 
self  contained  and  are  positive  in  action  under  all  variations 
of  load  or  steam  pressure.  An  air  valve  is  provided  for 
regulating  the  cushion  of  the  plunger  chamber. 

The  governor  is  the  standard  automatic  centrifugal  ball 
type,  driven  by  a  belt  from  the  small  pulley  on  the  engine 
shaft.  It  is  of  the  slow  speed,  heavy  ball  type ;  it  is  fitted 
with  an  automatic  safety  stop,  which  shuts  down  the  engine 
should  any  accident  happen.  It  is  also  fitted  with  an  oil 
dash  pot  to  prevent  the  chasing  of  the  engine,  and  a 
weighted  lever  to  adjust  the  speed  of  the  engine  four  or 
five  revolutions  faster  or  slower. 


New  Catechism  of  the  Steam  Engine.      201 


2G2      New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine.       203 

ST.  Louis  CORLISS  ENGINE  DETAIL. 

The  cross  head,  see  Fig.  148,  is  made  with  taper  adjust- 
able shoes,  each  lined  with  best  anti-friction  metal.  Adjust- 
ment is  obtained  by  means  of  the  studs  and  nuts  at  the 
end  of  each  shoe,  and  the  closest  adjustment  is  possible- 


Fig.  149.    ST.  Louis  CORLISS  MAIN  PIIAOW  BI.OCK. 

The  shoes  are  fitted  to  the  cross  head  tightly  with  tongue 
and  groove.  The  cross  head  pin  is  located  in  the  center  of 
the  cross  head,  and  is  ground  to  a  taper  fit  and  held  in 
place  by  the  two  cap  screws.  The  cross  head  is  threaded 
to  receive  the  crucible  steel  piston  rod,  which  is  fitted  to 


204      New  Catechism  of  the  Steam  Engine. 
ST.  Louis  CORLISS  ENGINE. 

the  cross  head  tightly  and  held  from  turning  by  a  hexagon 
jam  nut. 

The  main  pillow  block,  and  the  method  for  adjusting  for 
wear,  is  shown,  Fig.  149 ;  it  is  of  heavy  design,  and  has  a 
broad  bearing  at  the  bottom  where  it  rests  on  the  founda- 
tion, and  is  held  in  place  by  four  foundation  rods. 

The  main  bearing  in  diameter  is  one-half  the  bore  of  the 
cylinder,  and  the  length  of  the  journal  is  usually  twice  the 
diameter  of  the  shaft. 

The  lower  box  and  the  two  quarter  boxes  are  all  lined 
with  anti-friction  metal,  and  the  quarter  boxes  are  adjusted 
by  means  of  the  steel  wedges  running  the  full  length  of 
the  journals,  and  having  bolts  and  adjusting  nuts  running 
up  through  the  cap. 

These  illustrations  and  descriptions  relate  to  the  single 
condensing  Corliss  Engine,  but  the  same  Works  build  also 
the  same  type  of  Engine  in  Tandem  Compound  and  in 
Cross  Compound. 


xso. 


New  Catechism  of  the  Steam  Engine.      205 


THE  ECLIPSE  CORLISS  ENGINE. 


3 


306     New  Catemism  of  the  Steam  Engine, 


THE  ECLIPSE  CORLISS  ENGINE. 

This  engine  is  built  by  the  Frick  Company,  Waynesboro, 
Franklin  Co.,  in  works  established  1853  and  incorporated 
1885.  They  make  the  Corliss  Engine  in  Horizontal  or 
Vertical  form,  Condensing  or  Non-Condensing,  single  or  in 
pairs.  "  Compound  "  Engines,  Tandem,  Cross,  Triple,  or 
Quadruple. 

Fig.  151  shows  a  cross  compound  Eclipse  Engine.  In 
the  cut  is  exhibited  the  valve  gearing  and  governor. 

The  valve  gear  is  of  the  most  approved  pattern ;  an 
independent  and  separate  valve  controls  each  port,  and  is  so 
placed  that  a  short  passage  leads  with  the  least  amount  of 
waste  room  to  the  piston ;  the  exhaust  valves,  from  their 
position,  drain  the  water  from  the  cylinder.  The  steam 
valves  are  so  constructed  that  they  act  as  relief  valves  in 
certain  cases,  and  the  valves  themselves  are  solid  castings 
from  end  to  end,  and  separate  from  the  driving  stem.  The 
valve  stems  are  made  of  Deoxidized  Phosphor  Bronze,  as 
are  also  the  trunnions,  glands,  shoes  and  springs,  and  *he 
stems  are  made  interchangeable, 

The  wrist  plate  motion  opens  the  steam  valves  quickly, 
giving  boiler  pressure  at  closest  cut-off,  and  kept  in  motion 
up  to  the  point  of  extreme  travel,  permitting  the  point  of 
cut-off  to  be  exactly  determined  and  disengagements 
effected  positively.  Both  the  steam  and  exhaust  valves 
are  given  a  peculiar  dwell  movement  where  it  is  most 
needed.  The  reversal  of  the  valves  is  brought  about  with- 
out shock,  the  movement  being  so  easy  from  a  state  of  rest 
to  a  rapid  motion,  and  that  without  straining  the  connec- 
tions, that  wear  and  tear  of  moving  parts — as  light  as  they 
sometimes  are  made — is  scarcely  perceptible. 


New  Catechism  of  the  Steam  Engine.      207 


THE  WATTS=CAMPBELL  CORLISS 
STEAM  ENGINE. 

Fig.  152  represents  a  "right  hand"  rear  view  of  a  non- 
condensing  Corliss  engine,  arranged  for  another  engine  to 
be  added  if  desired.  It  will  be  noticed  that  the  end  of  the 
shaft  projects  beyond  the  pillow-block  already  provided 
with  a  key  way.  The  shaft  is  made  strong  enough  and  the 
band  wheel  of  sufficient  size  to  take  care  of  double  the 
power  of  one  engine. 

Fig.  153  exhibits  a  diagram  of  the  valve  gear  used  infhis 
engine,  and  Fig.  1 54  shows  an  enlarged  view  of  the  steam 
valve  gear.  As  will  be  noticed  this  differs  from  the  gear 
ordinarily  used  in  the  Corliss  engine ;  it  operates  upon  the 
same  principle  but  without  the  "  hook  "  so  familiar  to  engi- 
neers. The  illustration  is  so  plain  that  a  detailed  descrip- 
tion would  seem  to  be  unnecessary. 

Figs.  155  and  156  present  a  view  of  the  dash-pot  used 
with  the  Watts-Campbell  type  of  the  Corliss  engine.  Fig. 
156  is  the  outside  view  and  Fig.  155  is  the  view  in  section 
of  the  same.  Its  operation  is  as  follows  : 

The  vacuum  which  serves  to  close  the  valve  is  maintained 
in  the  chamber  above  the  central  post.  As  the  piston 
descends,  closing  the  steam  valve,  any  small  quantity  of  air 
that  may  have  found  its  way  into  this  chamber  is  displaced 
through  the  automatic  valve  shown  in  the  top  of  post. 

The  cushioning  is  accomplished  in  the  annular  chamber 
at  the  bottom.  The  piston  in  falling  is  first  partially 
obstructed  in  the  tapered  upper  part  of  the  annular  cham- 
ber ;  then,  as  it  passes  this  tapered  portion,  it  is  more  com- 
pletely resisted,  the  only  escape  for  the  imprisoned  air 
being  such  as  is  provided  by  the  adjusting  screw.  By 
means  of  this  screw  any  desired  adjustment  of  cushion  can 


208      New  Catechism  of  the  Steam  Engine. 


WATTS-CAMPBELL  CORLISS  ENGINE. 


New  Catechism  of  the  Steam  Engine.      209 


WATTS-CAMPBELL  CORLISS  ENGINE. 


l 


2io      New  Catechism  of  the  Steam  Engine. 


WATTS-CAMPBELL  CORLISS  ENGINE. 

be  made,  interposed  leathers  preventing  the  parts  from 
striking  metal  to  metal  while  making  such  adjustment,  or 
at  any  time  while  in  operation.  An  examination  of  the  cut 
shows  that  no  dirt  or  dust  can  enter  the  pot. 


It  will  be  noticed  that  the  attachment  of  the  dash  pot 
piston  to  the  rod  is  by  means  of  a  ball-and-socket  bearing, 


New  Catechism  of  the  Steam  Engine.      21 1 


WATTS-CAMPBELL  CORLISS  ENGINE. 

This  permits  the  piston  to  turn  freely  on  the  central  post, 
thus  promoting  uniformity  of  wear  and  increasing  the  dura- 
bility  of  the  parts. 


V 


In  addition  to  permitting  revolution  of  the  piston,  the 
ball-and-socket  connection  compensates  for  any  slight  fault 


212      New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine.      213 

WATTS-CAMPBELL  CORLISS  ENGINE. 

in  alignment,  avoiding  all  danger  of  binding ;  it  also  forms 
an  oil  reservoir,  from  which  the  oil  cannot  leak,  thereby 
insuring  perfect  lubrication. 

The  piston  and  packing  are  illustrated  in  Figs.  157  and 
158.  As  will  be  seen,  the  weight  rests  upon  the  center 
ring,  to  which  the  piston  and  follower  are  securely  attached. 
When  by  wear  of  the  bottom  of  the  center  ring,  and  of 
cylinder,  the  piston  gets  below  the  center,  it  can  be  accu- 
rately centered  by  means  of  the  adjusting  screws. 

The  packing  consists  of  two  small  rings,  one  at  either 
edge  of  the  center  ring.  Light  springs  are  supplied,  as 
shown,  which  assist  in  keeping  the  rings  in  contact  with  the 
cylinder  until  they  are  worn  out. 

The  Watts-Campbell  Works  (established  1851)  are  locat- 
ed at  Newark,  N.  J. 


Fig.  159.    MODKI,  ENGINE  WORKS. 
(See  page  215.) 


.5? 

ft 


New  Catechism  of  the  Steam  Engine.      215 


THE  COOPER-CORLISS  ENGINE. 

These  engines  are  built  at  Mount  Vernon,  Ohio,  by 
Messrs.  C.  &  G.  Cooper  Co.,  in  works  established  A.  D.  1833. 


2l6      New  Catechism  of  the  Steam  Engine. 


Fig.  1 60  shows  a  Cooper-Corliss,  cross  compound  engine, 
direct  connected  to  an  electric  generator. 


Fig.  162  illustrates  a  Cooper-Corliss  engine  with  girder 
frame  and  Fig.  161  shows  a  similar  engine  with  semi-tangye 
frame* 


New  Catechism  of  the  Steam  Engine. 


THE  HEWES  &  PHILLIPS  CORLISS 
ENGINE. 

These  engines  are  built  at  Hewes  &  Phillips  Iron  Works 
(established  A.  D.  1857),  in  sizes  varying  from  50  up  to 
1000  H.  P.  in  non-condensing  engines  and  from  150  to 
2000  H.  P.  in  compound  condensing  engines. 


Fig.  163.    STEAM  VAI.VB  BONNET  WITH  RELEASING  GEAJL 


New  Catechism  of  the  Steam  Engine.      219 


Fig.  166.    Sros  VIEW  OF  REI^ASING  GEAR. 


220      New  Catechism  of  the  Steam  Engine. 

HEWES  &  PHILLIPS  CORLISS  STEAM  ENGINE. 

Fig.  164  represents  a  left  hand  Corliss  engine  with  its 
various  appliances  of  flywheel,  governor  valve  gearing,  etc. 


Fig.  167.    CROSS  HEAD. 


Fig.  168.    PISTON. 


New  Catechism  of  the  Steam  Engine.      221 

FRASER  &  CHALMERS  CORLISS  ENGINE. 

The  valve  gear,  parts  of  which  are  shown  in  Figs.  163  and 
1 66,  correspond  with  the  approved  Corliss  valve  gear 
described  elsewhere. 

The  dash-pot  (Fig.  165)  is  arranged  to  let  in  flush  with 
the  top  of  the  bed  plate  of  the  engine.  The  dash-pot 
rods  being  connected  to  the  plungers  by  ball  and  socket 
joint,  which  allows  them  to  turn  freely  while  being 
adjusted. 

The  construction  of  the  piston  (Fig.  168)  and  cross-head 
(Fig.  167)  is  so  plainly  illustrated  that  no  further  description 
is  needed. 


FRASER  &  CHALMERS*  CORLISS 
ENGINE. 

These  engines  are  built  at  Chicago,  Ills.,  U.  S.  A.,  and  at 
Erith,  Kent,  England,  by  Messrs.  Fraser  &  Chalmers. 

Fig.  169  exhibits  a  horizontal  Corliss  Engine,  in  which  the 
valve  gear  does  not  vary  much  from  the  ordinary  patterns, 
a  description  of  which  will  be  found  in  the  general  descrip- 
tion of  the  Corliss  engines.  As  will  be  seen  in  the  figure, 
hooks  are  employed  instead  of  the  less  familiar  crab-claw, 
to  open  the  valve. 

Fig.  170  shows  a  vertical  Corliss  with  the  Porter  governor, 
and  with  valve  gear  similar  to  that  used  in  the  horizontal 
engine  shown  in  Fig.  169. 

The  figures  are  so  plainly  shown  that  little  further 
explanation  is  needed. 

On  their  compound  and  triple  expansion  engines,  the 
governor  only  regulates  the  cut-off  of  the  high  pressure 
cylinder,  the  intermediate  and  low  pressure  cut-off  being 
set  by  hand. 


222      New  Catechism  of  the  Steam  Engine. 


FRASER  &  CHALMERS  CORLISS  ENGINE. 


New  Catechism  of  the  Steam  Engine.      223 


FRASER  &  CHALMERS  CORLISS  ENGINE. 


Fig.  170.    FRASER  &  CHALMERS*  VERTICAL  CORLISS  ENGINE, 


224      New  Catechism  of  the  Steam  Engine. 


THE  REYNOLDS-CORLISS  ENGINE. 


& 

w 
fc 

1 

to 

to 

P5 

s 


New  Catechism  of  the  Steam  Engine.      225 


THE  REYNOLDS-CORLISS  ENGINE. 

These  engines  are  built  at  the  Reliance  Works  (E.  P. 
Allis  &  Co.)  Milwaukee,  Wis.,  from  designs  of  Mr.  Edwin 
Reynolds.  In  about  twenty  years  this  company  has  manu- 
factured over  three  thousand  Corliss  Engines,  and  among 
them  will  be  found  some  of  the  most  notable  samples  of 
steam  engineering  in  the  world. 

To  meet  the  requirements  of  modern  practice  both 
horizontal  and  vertical  engines  are  made,  and  these  are 
built  in  full  variety,  single,  double,  triple  and  quadruple 
expansion,  condensing  or  non-condensing,  arranged  either 
as  tandem  or  twin  engines. 

Fig.  171  shows  a  cross  compound  Reynolds-Corliss. 

Figs.  1 72  and  173  show  a  single  Reynolds-Corliss  Engine, 
front  and  rear  views.  The  gear  shown  is  that  which  was 
introduced  in  1876  from  designs  of  Mr.  Reynolds.  Its 
action  is  such  that  it  imposes  little  or  no  work  on  the 
regulator,  thereby  securing  close  regulation,  and  it  can  be 
operated  at  speeds  usually  deemed  impracticable  with  a 
drop  cut-off  gear. 

It  is  not  necessary  to  give  a  detailed  account  of  the  valve 
gear,  as  it  corresponds  closely  to  that  already  described  in 
the  general  article  under  the  heading  of  "  Valve  Gear  of 
the  Corliss  Engine/*  page  172. 

Under  the  division  of  Pumping  Engine,  Fig.  187,  is 
shown  the  same  description  of  engine  used  for  operating 
water  works,  and  in  Fig.  235,  under  heading  of"  Hoisting 
Engines,"  the  same  type  of  engine  appears. 

In  Fig.  174  is  shown  a  graphic  view  of  the  valve  gear  as 
designed  and  built  for  this  make  of  the  Corliss  Engine, 


226      New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine.      227 


THE  REYNOLDS  CORLISS  ENGINE. 


228      New  Catechism  of  the  Steam  Engine. 


REYNOLDS  CORLISS  ENGINE. 

In  common  with  all  of  this  type,  the  Reynolds  Corliss 
engine  is  designed  to  accomplish  : 

First.  A  high  initial  pressure  in  the  cylinder,  made 
possible  by  the  rapid  opening  of  the  inlet  valves,  produced 
by  the  well-known  wrist  plate  motion,  which  also  gives  an 
exceedingly  quick  opening  of  the  exhaust  valves  at  the 
point  of  release,  allowing  the  exhaust  steam  to  escape 
quickly  with  practically  no  back  pressure. 


Fig.  174.    REYNOLDS-CORLISS  ENGINE  CYLINDER  AND  VALVE  GEAR. 

Second.  An  almost  instantaneous  closing  of  the  valve  at 
the  point  of  cut-off,  which  is  accomplished  by  the  vacuum 
dash  pot,  when  just  sufficient  steam  has  been  admitted 
into  the  cylinder  to  do  the  work  demanded  of  the  engine 
at  that  particular  time.  This  quick  cut-off  prevents  the 
wire-drawing  of  steam. 

Third.  The  isolation  of  the  expanded  exhaust  steam, 
which  is  lowered  in  temperature,  from  the  hot  walls  of  the 
cylinder,  thereby  preventing  the  robbing  of  the  latter  of  its 
heat. 


New  Catechism  of  the  Steam  Engine.      229 


THE  PUMPING  ENGINE. 


Fig.  175.     THE  DEANE  VERTICAL  TRIPLE  EXPANSION  CONDENSING 
DUPLEX  HIGH  DUTY  PUMPING  ENGINE. 


New  Catechism  of  the  Steam  Engine. 


PUHPINQ  ENGINES. 


Fig. 
CORNISH  PUMP. 


What  is  a  pumping  engine? 
It  is  an  engine  designed  to  operate  a 
two  being  combined  in  one  machine. 

Ques.  Is  there  any  difference  between 
a  steam  pump  and  a  pumping  engine  ? 

ANS.  There  is  no  real  differ- 
ence. By  general  usage  large 
steam  pumps  used  for  water  works, 
etc.,  are  called  pumping  engines, 
while  the  same  combination  of 
engine  and  pump  in  the  smaller 
sizes  used  for  boiler  feeding,  etc., 
are  called  steam  pumps. 

Ques.  What  principal  parts  are  found 
in  all  pumping  engines  ? 

ANS.  The  steam  cylinders,  the 
water  cylinders,  the  steam  pistons, 
the  plungers  or  water  pistons,  pis- 
ton rods,  the  steam  valves  and 
pump  valve,  steam  pipes  and  water 
pipes,  discharge  air  chamber,  etc. 

NOTE. — By  compounding  the  steam 
cylinders  and  condensing  the  steam  a  high 
degree  of  economy  is  secured.  These  large 
compound  pumps  are  now  rapidly  coming 
into  use  for  draining  mines  where  they  are 
placed  under  lifts  of  a  thousand  feet  or 
more  with  great  success. 


New  Catechism  of  the  Steam  Engine.      231 


THE  PUMPING  ENGINE. 

The  history  of  the  pumping  engine  is  the  history  of  the 
steam  engine,  for  originally  and  for  many  years  the  only 
way  in  which  the  steam  engine  was  utilized  was  for 
pumping  water  out  of  the  coal  mines  of  England. 

In  1698  Capt.  Thomas  Sevary  secured  Letters  Patent 
for  a  machine  for  raising  water  by  steam.  It  consisted  of 
two  boilers  and  two  receivers  for  the  steam,  with  valves 
and  the  needful  pipes.  One  of  the  receivers  being  filled 
with  steam,  its  communication  with  the  boiler  was  then 
cut  off  and  the  steam  condensed  with  cold  water  outside 
of  it ;  into  the  vacuum  thus  formed  the  atmosphere  forced 
the  water  from  below,  when  the  steam  was  again  caused 
to  press  upon  the  water  and  drive  it  still  higher.* 

This  engine  was  used  extensively  for  draining  mines  and 
the  water  was,  in  some  instances,  made  to  turn  a  water 
wheel,  by  which  lathes  and  other  machinery  were  driven. 

In  1705,  Thomas  Newcomen,  with  his  associates, 
patented  an  engine  which  combined,  for  the  first  time,  the 
cylinder  and  piston  and  separate  boiler.  This  soon  became 
extensively  introduced  for  draining  mines  and  collieries, 
and  the  engines  grew  to  be  of  gigantic  size,  with  cylinders 
60  inches  in  diameter  and  other  parts  in  proportion. 

This  engine  was,  in  course  of  years,  used  in  connection 
with  the  Cornish  Pump,  whose  performance  in  raising  water 
from  mines  came  to  be  a  matter  of  the  nicest  scientific 
investigation,  and  adopted  as  the  standard  for  the  duty  or 
work,  by  which  to  compare  the  multitudinous  experimental 
machines  introduced  from  the  time  of  Watts  and  to  that  of 
Corliss. 

*NoTE — This  principle  is  illustrated  in  the  operation  of  the  well- 
known  Pujsometer  Pump. 


232      New  Catechism  of  the  Steam  Engine. 

THE  PUMPING  ENGINE. 

Like  the  marine  engine,  each  pumping  engine  is  fitted 
to  its  specified  "  duty  "  or  work,  hence  no  description  can 
be  given  covering  the  whole  subject.  It  may  not  be  out 
of  place  to  describe  a  pumping  engine  of  75  million  gallons 
per  day,  which  is  truly  a  marvelous  piece  of  mechanism. 
It  is  a  pumping  engine  used  in  the  Calument  Hecla  mines 
of  Michigan. 

Briefly,  it  is  a  triple  expansion  pumping  engine  with  a 
capacity  of  60,000,000  gallons,  standing  nearly  fifty  feet  in 
height  and  requiring  1,500  horse  power  for  its  operation. 
It  has  been  proved  by  actual  tests  that  the  nominal  capacity 
can  be  easily  maintained  for  an  indefinite  time  without 
injury  or  strain,  and  that  pushed  to  its  full  capacity  the 
pump  could  handle  approximately  75,000,000  gallons  in 
twenty-four  consecutive  hours. 

Fig.  176  exhibits  the  Cornish  pump  as  connected  with 
the  more  modern  Corliss  engine.  We  quote  from  data 
furnished  by  Messrs.  Fraser  &  Chalmers : 

NOTE. — The  duty  of  this  pump  is  to  furnish  water  for  the  great 
stamp  mills  of  the  Calumet  and  Hecla  Company,  which  has  twenty -two 
steam  pumps  in  continuous  operation,  daily  pulverizing  5,000  tons  of 
conglomerate  rock  into  sand  so  fine  that  it  can  be  carried  away  by  a 
stream  of  swiftly  running  water.  The  pump  is  housed  in  a  special 
building  near  the  shore  of  Torch  Lake  and  below  the  mills,  and  it 
forces  a  steady  stream  of  water  to  the  upper  portions  of  the  mill,  where 
innumerable  small  jets  play  upon  the  great  slime  tables  and  jigs.  Here 
the  specific  gravity  of  the  fine  particles  of  copper  contained  in  the  rock 
separate  the  mineral  from  worthless  sand,  and  the  size  and  force  of  the 
streams  of  water  are  so  nicely  regulated  as  to  wash  away  the  sand  and 
yet  carry  with  it  the  minimum  of  copper.  This  pumping  engine  will 
do  the  work  with  scarcely  as  much  noise  as  is  made  by  the  operation  of 
an  old  style  sewing  machine.  Outside  the  doors  of  the  great  building 
which  houses  it  no  sound  is  heard  from  within,  and,  standing  beside 
the  monster,  upon  the  brink  of  the  pit  connected  with  the  lake  from 
which  the  water  is  taken,  almost  the  only  sound  heard  is  the  noise  of 
the  suction,  as  with  every  stroke  more  than  a  thousand  gallons  are 
UfteO. 


New  Catechism  of  the  Steam  Engine.      233 

THE  PUMPING  ENGINE. 

"  The  Cornish  Pump  is  well  established  in  favor  for  per- 
manent pumping  plants  in  mines  requiring  the  removal  of 
large  volumes  of  water.  It  is  of  the  greatest  economy  of 
operation,  both  for  fuel  and  repairs.  It  is  conveniently 
located  above  ground,  and  in  this  respect  avoids  the  heating 
and  annoyance  of  direct-acting  pumping  plants,  below  the 
surface.  The  system  of  arrangement  for  deep  mines  is 
shown  in  Fig.  176.  At  bottom  of  mine  is  a  telescope 
suction,  and  lift  or  bucket  pump ;  above  this,  at  intervals 
of  about  250  feet,  are  force-pumps.  At  each  force-pump 
level  is  a  receiving  tank.  The  pump  plungers  are  operated 
by  wood  rods,  in  30  or  40  foot  sections,  bolted  together 
with  wrought  iron  strapping  plates.  These  are  worked 
from  engine  by  a  connecting  rod  and  bob  at  the  surface, 
supplemented,  if  the  weight  of  rods  requires  it,  by  balance 
bobs  at  lower  levels." 


New  Catechism  of  the  Steam  Engine. 


THE  WORTHINGTON  PUMPING  ENGINE. 


New  Catechism  of  the  Steam  Engine.      235 

WORTHINQTON  HIGH-DUTY  PUFIPINQ 
ENGINES. 

Figs.  177  and  178  illustrate  the  latest  pattern  of 
the  Worthington  High-Duty  Pumping  Engine,  having 
cylinders  arranged  on  the  compound,  direct-acting  prin- 
ciple. The  general  features  of  construction  are  shown  in 
the  cuts,  one  of  which  is  a  longitudinal  section,  showing  the 
general  arrangement  of  the  principal  parts ;  and  the  other, 
an  outside  view  of  an  engine  of  the  same  design. 

The  steam  cylinders  are  all  jacketed,  both  on  the  sides  and 
heads,  with  steam  of  boiler  pressure,  and  reheaters  are  pro- 
vided, through  which  the  steam  passes  on  its  way  from  the 
high  to  the  low  cylinders,  which  are  likewise  steam  jacketed. 

The  steam  which  is  used  in  the  jackets  is  that  derived 
from  the  drain  pipe  of  the  separator  which  belongs  to  the 
engine,  and  the  steam  from  this  point  passes  in  succession 
through  the  reheaters,  which  are  at  the  highest  elevation, 
and  thence  through  the  jackets  of  the  four  cylinders,  finally 
being  delivered  into  a  common  drain  pipe,  which  proceeds 
to  a  tank  in  which  the  water  of  condensation  is  collected. 
The  jacket  tank  is  drained  by  a  small  duplex  steam  pump 
working  automatically,  the  throttle  valve  being  under  the 
control  of  the  float  in  the  tank,  and  this  water  is  pumped 
into  the  boilers. 

The  valves  are  circular  in  shape,  instead  of  flat,  and  are 
driven  by  vibrating  levers,  instead  of  the  reciprocating 
motion  of  the  valve  rod.  They  have  cylindrical  shaped 
seats,  in  which  is  fitted  a  liner  that  can  be  removed  and 
replaced  by  the  new  one,  if  needed. 

The  valves  are  nicely  fitted  to  their  seats,  and  are  con- 
nected to  the  valve  rods  by  means  of  a  slot  milled  across 
the  end  of  the  valve,  into  which  fits  a  tee  head  that  is  on 
the  end  of  the  valve  rod,  making  a  perfect  and  positive 
connection  without  the  aid  of  bolts  or  nuts. 


236      New  Catechism  of  the  Steam  Engine. 

THE  WORTHINGTON  PUMPING  ENGINE. 


New  Catechism  of  the  Steam  Engine.      23? 

THE  WORTHINGTON  PUMPING  ENGINE. 

The  ingenious  device  intended  to  permit  the  cutting  off 
of  the  steam  in  the  cylinder  and  its  subsequent  expansion, 
while  at  the  same  time  the  force  exerted  by  the  steam  upon 
the  pump  plunger  shall  remain  uniform  during  the  entire 
stroke.  See  Fig.  178. 

To  the  ordinary  compound  direct-acting  steam  pump  C5 
usually  built  there  is  attached  a  plunger  rod  which  projects 
through  the  outer  end  of  the  pump  chamber,  and  around 
which  there  is  the  usual  stuffing  box  for  packing  the  same. 
On  the  end  of  this  plunger  rod  is  fastened  a  cross  head 
which  moves  in  guides  that  are  bolted  on  the  outer  end  of 
the  pump.  On  this  cross  head,  and  opposite  to  each  other, 
are  semicircular  recesses. 

On  the  guide  plates  are  cast  two  journal  boxes  one  above 
and  the  other  below  the  plunger  rod,  both  equidistant  from 
it  and  at  a  point  equal  to  the  half  stroke  of  the  cross  head. 
In  these  journal  boxes  are  hung  two  short  cylinders  on 
trunnions  which  permit  the  cylinders  to  swing  backwards 
and  forwards  in  unison  with  the  motion  of  the  plunger  rod. 

These  cylinders  consist  of  cylindrical  chambers,  closed 
at  one  end  and  provided  at  the  other  with  stuffing-boxes, 
through  which  the  compensating  plungers  of  the  attach- 
ment work  ;  they  are  called  "  compensating  cylinders  "  and 
are  filled  with  water,  except  when  the  pumping  engines  are 
used  on  oil  lines,  when  they  are  filled  with  oil. 

A  pressure  on  the  compensating  plungers  is  produced  by 
connecting  these  cylinders  through  their  hollow  trunnions 
with  an  accumulator,  the  ram  of  which  moves  up  and  down 
as  the  plungers  of  the  compensators  move  in  and  out.  On 
the  top  of  the  ram  of  the  accumulator  is  an  enlarged  piston 
working  in  an  air  cylinder,  which  is  connected  to  the  air 
chamber  of  the  engine.  The  pressure  in  the  air  cylinder 
is  thus  controlled  by  the  pressure  in  the  main  delivery 
pipe.  The  important  effect  of  this  arrangement  is  to  make 
the  operation  of  the  compensating  cylinders  automatic, 


238     New  Catechism  of  the  Steam  Engine. 

THE  WORTHINGTON  PUMPING  ENGINE. 

varying  in  intensity  as  the  pressure  on  the  pump  varies. 
These  compensating  plungers  act  in  such  a  way  with  respect 
to  the  motion  of  the  engine  as  to  resist  its  advance  at  the 
commencement  of  the  stroke  and  assist  at  the  end,  the  air, 
meanwhile,  exerting  its  unvarying  pressure  at  each  point  of 
the  stroke. 

The  two  cylinders  act  in  concert,  and,  being  placed 
directly  opposite  each  other,  relieve  the  cross-head,  to 
which  they  are  attached,  of  any  sliding  frictional  resistance, 
and  the  engine  of  any  lateral  strain. 

By  thus  alternately  taking  up  and  exerting  power  through 
the  difference  in  the  angle  at  which  their  force  is  applied 
with  respect  to  the  line  of  motion  of  the  plunger  rod,  these 
two  cylinders,  in  effect,  perform  the  functions  of  a  fly-wheel, 
but  with  the  important  mechanical  difference  that  they 
utilize  the  constant  pressure  of  compressed  air  instead  of 
the  enregy  of  momentum.  Their  action  is  readily  controlled, 
and  their  power  can  not  only  be  exactly  proportioned  to 
the  work  to  be  overcome,  but  is  entirely  unaffected  by  the 
speed  of  the  engine.  The  same  amount  of  expansion  can 
be  obtained  in  the  same  engine,  whether  running  at  a  piston 
speed  of  10  feet  per  minute  or  at  150. 

The  operation  is  as  follows : 

"  We  will  suppose  the  pump  about  to  begin  its  outward 
stroke.  At  this  time  the  compensating  cylinders  will  be 
turned  so  as  to  point  toward  the  outer  end  of  the  pump, 
with  their  plungers  at  the  extreme  point  of  their  outward 
stroke,  and  at  an  acute  angle  with  the  pump  plunger  rod, 
and  with  the  full  pressure  of  the  accumulator  load  pushing 
them  against  the  advance  of  the  pump  plunger.  As  the 
pump  plunger  begins  its  outward  stroke,  each  forward 
movement  it  makes  changes  the  angle  of  the  compensating 
plungers,  until  at  one-half  stroke  the  two  plungers  will 
stand  exactly  opposite  each  other  and  at  right  angles  with 
the  pump  plungers,  and  of  course  in  a  position  where  they 
can  neither  retard  nor  advance  the  movement  of  the  plunger 


New  Catechism  of  the  Steam  Engine.      239 

THE  WORTHINGTON  PUMPING   ENGINE. 

"  Now,  as  the  pump  plunger  passes  the  center  of  its 
stroke,  the  compensating  plungers  being  as  before  said 
attached  to  the  cross-head  of  the  pump  plunger  rod,  begin 
to  turn  in  an  opposite  direction  from  which  they  started, 
and  by  degrees,  owing  to  the  increasing  acuteness  of  the 
angle  they  make  with  the  plunger  rod,  they  begin  to  exert 
the  power  to  push  the  pump  plunger  along,  whereas,  before 
and  up  to  the  half  stroke,  they  resisted  the  movement  of 
the  plunger. 

"  This  pushing  force  increases  constantly,  until  at  the 
extreme  end  of  the  outward  stroke,  and  when  the  com- 
pensating plungers  are,  as  at  the  beginning,  at  their  most 
acute  angle,  they  exert  their  greatest  force  in  helping  to 
aid  the  pump  plunger  in  its  outward  movement.  It  is, 
perhaps,  unnecessary  to  add  that  the  return  stroke  of  the 
pump  is  made  under  precisely  the  same  conditions  as  the 
previous  stroke." 

The  cut-off  valves  consist  of  semi-rotating  plug-valves, 
placed  in  the  admission  ports  of  the  cylinders  and  operated 
by  means  of  direct  connections.  Their  action  is  secured 
without  the  use  of  any  eccentrics,  gears,  or  cams.  When 
the  point  of  the  cut-off  has  been  once  fixed,  it  need  never 
be  altered. 

These  well-known  pumping  engines  are  built  at  the 
Henry  Worthington  Works,  New  York  City. 


On,  WIPING  DEVICE. 


New  Catechism  of  the  Steam  Engine. 


THE  DEANE  PUMPING  ENGINE. 


w 

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New  Catechism  of  the  Steam  Engine.     241 


THE  DEANE  PUMPING  ENGINES. 

These  are  manufactured  at  Holyoke,  Mass.,  at  works 
established  A.  D.  1867  by  the  Deane  Steam  Pump  Co. 

Fig.  175  exhibits  (out  of  several  designs)  a  vertical,  triple 
expansion,  condensing,  duplex,  high  duty  pumping  engine. 

Fig.  179  shows  a  more  simple  design  in  which  the  valves 
are  ordinary  slide  valves,  as  generally  used  on  duplex 
pumps,  with  the  usual  gear,  connecting  the  piston  rods 
with  the  valve  stems  of  the  opposite  valves. 

These  engines  may  be  readily  converted  into  powerful 
fire  pumps  by  means  of  the  Deane  patent  switch  valve. 
This  appliance  consists  of  a  valve  of  such  construction  that 
steam  may  be  allowed  to  enter  the  cylinders  as  usual  for 
compounding,  or  may  be  diverted  by  simply  moving  a 
lever,  when  all  four  cylinders  receive  steam  at  boiler  pres- 
sure, each  exhausting  independently  to  the  atmosphere. 
The  change  is  instantaneous  and  makes  each  steam  cylinder 
available  for  its  maximum  power. 

In  Fig.  1 80  is  shown  the  Deane  deep  well  pumping  en- 
gine, and  in  Fig.  181  is  shown  the  pump  operated  by  this 
engine. 

The  piston  rod  is  connected  to  the  bucket  by  a, wooden 
rod,  which  passes  through  the  discharge  pipe  of  the  pump  ; 
the  weight  of  the  rod  however  deep  the  well  is  thus  carried 
by  the  water,  on  account  of  the  lightness  of  the  wood. 

The  valve  of  this  engine  is  of  the  Deane  pattern,  and  is 
steam  thrown,  by  a  supplemental  piston,  which  is  governed 
by  a  supplemental  valve,  driven  by  valve  stem  and  levers 
from  the  piston  rod. 

Both  the  main  valve  and  the  supplemental  valve  are  flat 
slide  valves,  readily  understood  and  easily  re-seated  in  case 
of  wear. 


242      New  Catechism  of  the  Steam  Engine* 


THE  DEANE  PUMPING  ENGINE. 


Fig.  181. 
PUMP. 


Fig.  180.   THE  DEANE  DEEP  PUMPING  WEW<  ENGINE. 


New  Catechism  of  the  Steam  Engine.      243 

THE  DEANE  PUMPING  ENGINE. 

The  supplemental  piston,  which  has  a  compensating 
steam  jacket,  is  driven  by  the  direct  pressure  of  steam  on 
alternate  ends,  complemented  when  necessary  by  the  whole 
power  of  the  main  engine,  so  that  it  runs  equally  well  ver- 
tically or  horizontally,  exhausting  into  open  air  or  into  a 
condenser. 

The  mechanical  connection  between  the  main  piston  and 
its  valve  renders  it  absolutely  certain  that  the  valve  shall 
always  lead  the  piston,  so  that  there  is  no  possibility  of 
any  pounding  on  the  cylinder  heads,  and  the  clearance  in 
the  cylinder  is  reduced  to  the  minimum. 

A  Deane  triple  expansion  duplex  high  duty  pumping 
engine  is  represented  in  Fig.  175,  page  229.  As  will  be 
seen  the  piston  rods  directly  operate  the  plungers,  no  shaft 
or  balance  wheel  being  used. 

The  valves  are  semi-rotary,  operated  by  wrist  plates, 
which  receive  their  motion  from  the  piston  rods,  as  in  a 
regular  duplex  pump. 

There  are  two  high  pressure,  intermediate  and  low  press- 
ure cylinders,  the  steam  passing  from  the  high  pressure 
cylinders  into  receivers,  which  supply  the  intermediates, 
from  whence  it  again  passes  through  receivers  into  the  low 
pressure  cylinders,  and  then  into  the  condenser. 

The  arrangement  of  steam  pipes,  receivers  and  exhaust 
pipe  is  plainly  shown  in  Fig.  175. 

In  each  set  of  engines,  the  cylinders  are  arranged  with 
the  low  pressures  below,  the  intermediates  next,  and  the 
high  pressures  above,  connected  in  steeple  type. 


244      New  Catechism  of  the  Steam  Engine. 


HOLLY  PUMPING  ENGINE. 


W 


New  Catechism,  of  the  Steam  Engine.      245 


THE  HOLLY   HIGH   DUTY  PUMPING 
ENGINES. 

These  engines  are  made  at  Lockport,  N.  Y.  They  may 
be  briefly  described  as  follows : 

"  The  engine  is  horizontal,  of  the  rotative  beam,  non- 
receiver,  compound  type,  and  involves  several  novel  feat- 
ures of  construction,  whereby  a  large  capacity  and  a  high 
economy  is  obtained. 

"  On  a  pair  of  iron  bed  plates  are  mounted  the  two 
pumps,  and  in  direct  line  therewith  the  two  low  pressure 
steam  cylinders  (see  cuts,  Figs.  182  and  183),  with  the 
piston  rods  of  the  low  pressure  steam  cylinder  connected 
to  the  pump  piston  rods.  Between  the  pumps  and  steam 
cylinders  are  placed  beam  supports  which  are  firmly  bolted 
to  the  bed  plates  and  also  rigidly  stayed  by  wrought-iron 
struts  to  the  pumps  and  steam  cylinders.  These  beam 
supports  carry  the  beam  shafts  and  beams  the  lower  end 
of  the  latter  being  connected  to  the  cross  heads  of  the  low 
pressure  cylinders  by  means  of  links. 

"  On  the  top  of  the  pumps  are  placed  the  main  shaft 
bearings,  which  support  the  shaft,  fly-wheel  and  cranks,  the 
latter  being  keyed  to  the  shaft  at  right  angles  to  each 
other.  On  the  top  of  the  low  pressure  steam  cylinder  are 
mounted  the  two  high  pressure  steam  cylinders,  with  their 
centers  in  the  same  horizontal  plane  as  the  center  of  the 
main  crank  shafts.  The  cross  heads  of  the  high  pressure 
steam  cylinders  are  connected  by  means  of  links  to  the 
upper  ends  of  the  beams,  and  the  beams  are  in  turn  con- 
nected  by  means  of  connecting  rods  to  the  crank  pins. 
From  the  high  pressure  steam  cylinders  heavy  cast-iron 
girders  extend  to  the  pillow  blocks.  On  the  inner  end  of 
each  of  the  beam  centers  an  arm  is  keyed,  from  which  the 
air  pumps  are  driven. 


246      Ne'w  Catechism  of  the  Steam  Engine. 


HOLLY  PUMPING  ENGINE. 


New  Catechism  of  the  Steam  Engine.      247 

HOLLY  PUMPING  ENGINE. 

"The  valves  of  the  steam  cylinders  are  operated  by 
means  of  eccentrics  on  a  shaft,  which  is  driven  from  the 
main  shaft  through  small  bevel  gears.  The  admission 
valves  to  the  high  pressure  steam  cylinders  are  of  the  dou- 
ble beat  puppet  pattern,  so  arranged  as  to  open  at  the 
proper  time  and  to  close  at  any  desired  point  of  the  stroke 
as  shown.  The  exhaust  valves  from  the  high  pressure 
cylinders  are  also  admission  valves  to  the  low  pressure 
steam  cylinders,  and  are  ordinary  slide  valves,  remaining 
open  somewhat  less  than  the  time  required  to  make  a  com- 
plete stroke.  The  exhaust  valves  from  the  low  pressure 
cylinders  are  also  plain  slide  valves,  operating  the  same  as 
the  high  pressure  exhaust  valves. 

"  The  pump  plungers  are  arranged  to  work  through 
glands  in  the  center  of  the  pumps,  and  are  accessible  from 
the  covers  at  the  end  of  the  machine.  The  pump  valves 
are  placed  on  horizontal  plates  below  and  above  the  line  of 
plunger  travel.  The  glands  above  mentioned  divide  the 
valves  of  one  end  of  the  pump  from  those  of  the  other  end 
at  the  center  of  the  valve  plates. 

"  The  operation  of  the  machine  is  as  folloivs : 

"  Steam  is  admitted  through  the  automatic  cut-off  valves 
into  the  high  pressure  steam  cylinders,  urging  the  pistons 
forward  under  full  boiler  pressure  until  the  point  of  cut-off 
is  reached.  The  admission  valve  then  closes  and  the  re- 
maining portion  of  the  stroke  is  accomplished  by  the  elastic 
force  of  the  steam.  When  the  piston  has  nearly  reached 
the  end  of  its  travel,  the  exhaust  valve  between  the  high 
and  low  pressure  cylinders  opens-and  the  steam  remaining 
in  the  high  pressure  cylinder  rushes  into  the  low  pressure 
cylinder  and  against  its  piston,  which  at  that  time  is  at  the 
end  of  its  travel  and  at  the  opposite  of  the  high  pressure 
piston. 

"  The  low  pressure  cylinder  piston  is  then  in  turn  urged 
forward  by  the  incoming  steam,  which  is  expanded  to  four 


2^8      New  Catechism  of  the  Steam  Engine. 

HOLLY  PUMPING  ENGINE 

times  the  volume  it  occupied  in  the  high  pressure  cylinder 
at  the  time  of  its  release  therefrom.  The  release  from  the 
low  pressure  cylinders  is  accomplished  by  means  of  the  ex- 
haust valves  in  the  return  strokes.  This  operation  is  re- 
peated on  each  side  and  at  each  end  at  proper  times.  The 
close  connection  between  the  two  cylinders  reduces  the 
clearance  spaces  to  a  minimum,  which  with  thorough  jacket- 
ing insures  the  most  economical  use  of  steam. 

"  This  engine  is  also  built  to  operate  as  a  non-compound 
engine,  in  which  case  the  upper  or  high  pressure  cylinders 
and  connections  are  omitted,  and  the  lower  steam  cylinders 
are  provided  with  automatic  cut-off  valves.  Steam  is  ad- 
mitted to  these  cylinders  direct  from  the  boiler  and  ex- 
hausted into  the  condenser. 


Fig.  184.    MODEI,  STEAM  ENGINE  WORKS. 


New  Catechism  of  the  Steam  Engine. 


RIEDLER  PUHPING  ENGINES. 

The  Riedler  system  of  pumping  engines  has  obtained  a 
foothold  both  in  England  and  in  Continental  Europe ; 
they  are  used  extensively  in  pumping  plants  for  mines  and 
water-works. 


Fig.  185.    THE  RIEDI,ER  PUMP. 

The  peculiarity  of  the  Riedler  pump  lies  in  the  valves 
which  are  so  arranged  that  they  open  automatically  at  full 
lift  at  the  commencement  of  the  stroke,  but  at  or  near  the 
end  of  the  piston  stroke  the  valves  are  controlled  by  a 
quick-acting  positive  motion,  thus  enabling  the  pump  to  be 
run  at  high  speed. 


New  Catechism  of  the  Steam  Engine. 


THE  RIEDLER  PUMPING  ENGINE. 

The  mechanism  for  operating  the  valves  is  exceedingly 
simple.  Each  valve  is  closed  at  the  moment  the  stroke  of 
the  piston  changes,  and  this  closing  is  done  by  means  of  a 
spindle  projecting  into  the  valve  chamber. 

Near  the  end  of  the  stroke  a  very  small  free  lift  is  allowed 
to  the  valve,  which  can  be  regulated  at  will  ;  thus  enabling 
the  valves  to  accommodate  themselves  to  variable  pressure, 
or  variable  conditions  of  working  under  high  speed. 

In  high  speed  pumps,  and  also  in  pumps  used  for  gritty 
water,  springs  are  inserted  either  between  the  valve  and  its 
gear,  or  in  the  rods  of  the  gear,  thus  allowing  a  compression 
of  the  spring  without  injuring  the  valves  or  their  seats,  or 
the  gear,  in  case  any  hard  material  gets  between  the  valve 
and  its  seat,  or  relief  is  required  for  water  remaining  in  the 
pump. 

This  spring  serves  to  accommodate  the  action  of  the  valve 
to  any  variable  pressure  or  speed.  The  springs  are  so 
arranged  that  the  ordinary  resistance  of  the  valves  will  not 
compress  them. 

The  Riedler  system  is  applied  to  a  variety  of  styles  of 
pumping  and  air  compressing  engines,  vertical  and  hori- 
zontal. Most  of  those  built  in  this  country  have  been 
driven  by  high-duty  Corliss  engines  to  the  usual  speed  of 
which  the  Reidler  system  of  positively-moved  water  valves 
adapts  itself.  The  closure  of  the  valves  is  effected  by  forks 
and  bell  cranks  upon  rocker  arms  ;  relief  and  cushioning 
being  afforded  by  springs  so  that  the  seating  is  gentle  as 
well  as  positive.  The  illustration,  Fig.  186,  shows  the 


NOTE.— Riedler  pumps  are  very  much  in  use  for  deep  mines. 
Sixteen  of  them  placed  in  different  mines  in  Europe  are  raising  the 
water  in  one  lift  1,800  to  2,200  feet  high  at  high  speed.  The  engine 
shown  in  Fig.  186  is  in  use  by  the  Boston  and  Montana  mines  (U.  S.), 
with  5jHj  in.  and  8  in.  plungers,  and  16  in.  and  25  in.  steam  pistons,  all 
24  in.  stroke.  Its  duty  is  900  gallons  per  minute,  lifted  600  feet  in 
height 


252      New  Catechism  of  the  Steam  Engine. 

THE  RIEDLER  PUMPING  ENGINE. 

system  applied  to  a  differential  plunger  pump.  A  B  shows 
the  suction  and  C  D  the  discharge  passages.  G  G  are  rods 
connecting  the  plungers  H  and  J,  and  enabling  the  body 
of  the  pump  to  be  made  very  compact.  In  the  Riedler 
system  the  largest  pumps  are  constructed  with  single 
suction  and  discharge  valves,  as  shown  at  E  and  F,  and 
though  the  plungers  may  be  run  at  high  speeds,  the  flow 
of  water  through  the  valve  epenings  is  at  a  relatively  low 
speed  in  a  large  unbroken  current. 

The  differential  feature  of  the  pump  shown  is  (not 
peculiar  to  the  Riedler  system,  but)  often  advisable.  It 
provides  a  single  acting  suction  and  a  double  acting  dis- 
charge. The  cut  shows  an  opening  in  the  body  beyond 
the  end  of  larger  plunge.  This  is  a  feature  of  construction 
and  is  plugged  and  closed  in  operation.  It  will  then  be 
seen  that  all  the  suction  is  accomplished  by  the  larger 
plunger  in  single  strokes.  On  the  return  strokes  the  larger 
plunger  circulates  the  whole  body  of  water,  but  only  lifts 
half  of  it  past  the  check  valve,  the  remaining  half  being 
forced  on  the  return  stroke  of  the  smaller  plunger.  The 
forcing  is  thus  more  continuous  and  uniform  than  if  single- 
acting,  while  the  construction  is  lighter  than  if  the  suction 
were  double-acting. 

NOTE. — The  Riedler  pump  at  the  Chapin  Mine  is  a  triplex 
differential  Riedler  pump,  plungers  6%  in.  and  9)^  in.  diam.  x  30  in. 
stroke,  driven  by  a  horizontal  triplex  tandem  compound  condensing 
Corliss  engine;  steam  cylinders  22  and  36  in.  diam.  x  30  in.  stroke; 
capacity  2,200  U-  S.  gallons  per  minute  against  a  total  head  of  1,700  ft. 
when  running  about  74  revs,  per  minute.  It  is  designed  to  run 
economically  with  steam  pressure  at  engine  of  nolbs.  per  sq.  in.,  or 
by  compressed  air  with  a  pressure  of  60  Ibs.  per  sq.  in.  at  engine.  This 
pumping  engine  is  undoubtedly  the  largest  underground  pumping 
engine  in  the  world. 

At  the  present  time  the  pump  is  working  on  the  1,310  ft.  level,  and 
raising  2, 200  gallons  of  water  per  minute,  but  later  it  will  be  lowered  to 
the  1,700  ft  level. 


New  Catechism  of  the  Steam  Engine.      253 


ALLIS'  PUMPING  ENGINES. 


Fig.  187.    AUJS'  VERTICAL  COMPOUND  PUMPING  ENGINE. 


254      New  Catechism  of  the  Steam  Engine, 


ALLIS'   PUMPING  ENGINES. 

In  Fig.  187  is  shown  a  pumping  engine,  built  by  Messrs. 
A.  P.  Allis,  of  Milwaukee,  Wis.  The  engine  is  a  vertical 
cross  compound,  with  the  regular  Reynolds-Corliss  valve 
gear,  controlled  by  a  governor. 

The  steam  cylinders  are  placed  in  the  same  position  as 
in  a  regular  vertical  compound  engine,  the  main  bearings 
being  in  the  bed  plate.  The  crank  shaft  carries  a  balance 
wheel,  at  the  middle  point,  the  end  being  provided  with 
cranks. 

The  piston  rods  are  directly  connected  to  the  plungers 
by  means  of  four  rods,  the  ends  of  which  are  fastened  to  a 
square  head  on  the  plunger,  and  to  the  cross-heads,  which 
also  are  connected  to  the  cranks  by  means  of  connecting 
rods. 

The  cranks  turn  between  the  rods,  connecting  cross-head 
and  plungers.  The  pumps  are  below  the  floor  of  the  engine 
room,  all  of  which  may  be  easily  seen  in  the  Figure. 

This  type  of  engine  is  constructed  with  either  single, 
double  acting  or  differential  plungers,  outside  or  inside 
packed  as  the  service  requires. 

A  very  modern  style  of  Cornish  mining  pump  is  shown 
in  the  engraving,  Fig.  189,  which  was  built  by  the  E.  P. 
Allis  Co.  for  the  Chapin  Mining  Company,  Iron  Mountain, 
Mich.  The  machine  is  designed  to  pump  3,000  gallons  per 
minute  from  a  depth  of  1,500  feet.  The  figure  of  the  man 
in  the  cut  will  give  some  idea  of  its  enormous  proportions. 
The  high  and  low  pressure  steam  cylinders  are  50  and  100 
inches  diameter  respectively,  and  have  a  common  stroke 
of  10  feet.  The  fly  wheel  is  40  feet  in  diameter  and  alone 
weighs  164  tons  ;  the  total  weight  of  the  engine,  exclusive 
of  pumps  and  shaft  work,  being  600  tons. 


New  Catechism  of  the  Steam  Engine.      255 


ALLIS'  PUMPING  ENGINES. 

pump-rod  is  attached  directly  to  the  beam  end 
which  overhangs  the  shaft.  The  pumps  are  of  the  single 
acting  Cornish  type,  with  plungers  28  inches  diameter  by 
10  feet  stroke — the  number  of  strokes  per  minute  varying 
from  4  to  10. 

The  pumps  are  arranged  in  series,  each  set  having  a  lift 
of  about  200  feet.  Modification  of  this  type  of  machine 
can  be  designed  to  suit  the  requirements  of  any  location. 

Fig.  190  represents  a  pumping  engine,  also  built  by  the 
above  firm,  for  handling  large  quantities  of  water,  under 
low  or  moderate  heads,  from  5  feet  to  25  feet,  and  is 
especially  adapted  for  sewerage  and  drainage  work. 

The  pump  is  of  the  centrifugal  type,  lying  horizontally 
instead  of  being  set  vertically,  as  is  the  common  practice. 
They  are  run  at  comparatively  low  speed,  usually  less  than 
100  revolutions  per  minute.  The  weight  of  pump  and 
shaft  is  taken  up  by  a  suitable  thrust  bearing. 

The  engine  shown  is  of  the  triple  expansion  type,  the 
connecting  rods  all  driving  one  single  crank,  which  has  its 
motion  horizontally. 


Fig.  188.    TANK  FOR  WATER  WORKS. 


2$6      New  Catechism  of  the  Steam  Engine. 


Fig.  189.    MODERN  CORNISH  MINE  PUMP. 


New  Catechism  of  the  Steam  Engine.      257 


Fig.  190.    SEWAGE  PUMP. 


This  is  the  likeness  of  the  great  founder  of  the  modern  steam  rail- 
way system.  Geo.  Stephenson  was  born  March  4th,  1781,  at  Wylan, 
near  Newcastle-on-the-Tyne,  England.  His  father  was  a  fireman  of 
the  pumping  engine  boilers  at  a  neighboring  colliery,  at  a  wage  of 
twelve  shillings  ($3.00)  per  week  including  rent  for  a  little  one-room 
cottage  ;  the  son  George  was,  at  the  age  of  15,  to  his  great  joy, 
appointed  a  fireman  at  a  wage  of  a  shilling  per  day. 


GEORGE  STEPHENSON. 


Stephenson  became,  in  due  order  of  advancement,  a  mine  break- 
man,  engine-wright,  locomotive  builder,  railroad  contractor  and  cap- 
italist. He  died  full  of  honor  on  the  I2th  day  of  August,  1848,  aged 
67  years.  His  wealth  was  estimated  at  upwards  of  five  million  dollars; 
and  his  son  who  succeeded  him  became  Sir  Robert  Stephenson. 


New  Catechism  of  the  Steam  Engine. 
THE  LOCOMOTIVE. 

The  early  history  of  the  locomotive  is  illustrated  by  two 
specimen  machines  now  in  the  British  Museum,  Patent  sec- 
tion, the  oldest  has  a  label  with  this  inscription :  "  This  is 
the  oldest  locomotive  engine  in  existence,  and  the  first 
which  ran  with  a  smooth  wheel  upon  a  smooth  rail.  It  was 
constructed  under  Mr.  Hedley's  patent  (A.  D.  1813,  No. 
3666)  for  C.  Blocket,  Esqr.,  the  proprietor  of  the  Uylam 
Colliery,  near  New  Ca^tle-upon-Tyne.  After  many  trials 
and  alterations  it  commenced  regular  working  in  1813  and 
was  kept  in  use  until  June  6,  1872,  when  it  was  purchased 
for  the  Patent  Museum." 

The  history  of  the  second  relic  has  been  well  preserved. 
This  little  locomotive  "  The  Rocket "  weighing  four  and 
one-half  tons,  with  boiler  six  feet  long  by  four  feet  in  dia- 
meter, built  by  George  Stephenson  &  Co.,  was  the  engine 
that  settled  the  question,  of  horse  versus  steam-power  as 
applied  to  railways.  It  was  built  in  competition  with 
others  for  a  prize  of  ,£500.  On  its  first  trial  it  ran  twelve 
miles  in  less  than  an  hour,  and  on  one  occasion  late  in  its 
history,  it  covered  a  distance  of  four  miles  in  4^  minutes. 

The  modern  locomotive  may  readily  be  called  a  travel- 
ling steam  plant,  for  it  is  in  all  respects  self-contained,  and 
independent  of  its  surroundings. 

It  consists  of  a  forged  steel  frame,  to  which  is  attached 
the  boiler,  and  the  saddle  and  cylinder  casting. 

The  frame,  in  turn,  rests  upon  the  wheels,  or  more  prop- 
erly their  axles,  which  are  running  in  bearings  capable  of 
moving  up  and  down  between  guides,  which  form  part  of 
the  frame. 


NOTE. — Just  previous  to  the  decisive  achievements  of  this  historic 
engine,  a  writer  in  the  Quarterly  Review  who,  however  was  in  favor  of 
the  construction  of  the  road  and  of  the  use  of  the  locomotive  upon  it, 
said:  "What  can  be  more  palpably  absurd  and  ridiculous  than  the 
prospect  held  out,  of  locomotives  traveling  twice  as  fast  as  stage- 
coaches !  We  would  as  soon  expect  to  see  the  people  of  Woolwich  to 
suffer  themselves  to  be  fired  off  from  one  of  Congreve's  Rockets,  as 
trust  themselves  to  the  mercy  of  such  a  machine  going  at  such  a  rate." 


260      New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine.      261 

THE  BROOKS  LOCOMOTIVE. 

The  weight  of  the  engine  is  not  directly  resting  upon  the 
axle  bearings,  but  is  intermittently  carried  by  springs,  which 
are  fastened  to  the  frame,  and  axle  bearings,  thus  prevent- 
ing the  engine  from  jarring  too  much  when  on  rough  road, 
and  always  keeping  the  wheels  in  contact  with  the  rails,  no 
matter  how  uneven  the  track. 

Motion  is  transmitted  to  the  driving  wheels  by  means  of 
the  same  reciprocating  parts,  as  on  any  other  engine,  but 
as  the  center  of  the  axles  is  movable,  and  not  always  in 
line  with  the  centerline  of  the  cylinders,  the  clearance  be- 
tween cylinder  head  and  piston  has  to  be  larger  than  on 
other  engines,  to  prevent  the  piston  from  striking  the  cylin- 
der heads. 

The  cylinders,  which  are  two  in  number,  are  ordinarily 
cast  in  one  piece  each  with  one  half  of  the  saddle,  which 
carries  the  front  end  of  the  boiler,  and  to  which  also  the 
frame  is  attached ;  the  fire  box  end  of  the  boiler  is  also 
attached  to  the  frame,  and  there  are  intermediate  supports, 
between  frame  and  boiler,  their  number  being  determined 
by  the  length  of  the  engine,  thus  making  practically  one 
piece  of  boiler,  frame  and  cylinders. 

In  locomotives,  having  more  than  one  set  of  driving 
wheels,  the  different  pairs  are  connected  by  means  of  coup- 
ling rods,  thus  all  receiving  their  due  share  of  the  rotary 
motion,  induced  by  the  connecting  rods. 


NOTE.— Data  relating  to  the  Brooks  8  wheeled  type  \ 

motive gauge  4  ft.  8^  ins. 

Diameter  and  stroke  of  cylinders 17  x  24  ins. 

Diameter  of  driving  wheels 72  ins. 

Diameter  of  boiler 52  ins. 

Number  and  diameter  of  flues 202,  2  ins. 

length  and  width  of  fire  box 78  x  34  ins. 

Weight  on  drivers 65,000  Ibs. 

Total  weight 104,600  Ibs. 

Tank  capacity 3,100  galls. 


262         New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine.      263 

THE  BROOKS  LOCOMOTIVE. 

The  valve  motion  is  derived  from  one  of  the  driving 
axles,  by  means  of  eccentrics,  which  are  connected  by  their 
rods  to  a  link  motion,  which  in  turn  connects  with  a  rocker 
arm,  from  which  the  valves  are  driven  by  means  of  the 
valve  rods  ;  one  of  each  pair  of  eccentrics  is  for  the  forward 
motion,  the  other  for  the  backward  motion. 

The  steam  is  transmitted  from  the  boiler  to  the  cylinders 
by  means  of  a  pipe,  which  runs  along  in  the  steam  space  of 
the  boiler  to  the  smoke  box,  where  it  branches  off  to  the 
cylinders  on  each  side.  The  throttle  valve  is  inside  of  the 
boiler,  and  is  operated  by  means  of  a  rod  passing  through 
a  stuffing-box  in  the  boiler  head  and  connected  with  a  lever 
in  the  cab. 

The  exhaust  steam  of  both  cylinders  is  blown  by  means 
of  the  exhaust  nozzle  up  the  stack,  and  serves  as  a  blower 
to  maintain  a  draft  which  otherwise  would  be  impossible 
on  account  of  the  low  stack. 

The  reversing  is  done  by  means  of  a  lever  in  the  cab  on 
the  right  hand  side  of  the  boiler,  which  again  with  reach 
rod  and  bell  crank  is  connected  to  the  link. 

Between  the  driving  wheels  is  the  brake,  Fig.  194,  which 
consists  of  a  cylinder  in  which  a  piston  is  operated  by 
steam  pressure,  and  is  connected  to  a  toggle  joint  which 
forces  the  brake  shoes  against  the  drivers. 

Some  locomotives  are  equipped  with  a  boiler  feed  pump, 
but  all  carry  an  injector.  To  operate  the  brakes  of  the 

NOTE. — Data  relating  to  12-wheeled  type. 

Freight  locomotive gauge  4  ft.  8>£  ins. 

Diameter  and  stroke  of  cylinder 20  x  26  ins. 

Diameter  of  driving  wheels 55  ins. 

Diameter  of  boiler 68  ins. 

Number  and  diameter  of  flues 250,  2#  ins. 

Length  and  width  of  fire  box 114  x  32  ins. 

Weight  on  drivers 134,000  Ibs. 

Total  weight ,   .    . 160,000  Ibs. 

Tank  capacity 4,000  galli 


264.      New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine.      26$ 


THE  BROOKS  LOCOMOTIVE. 

train,  an  air  brake  is  provided  which  consists  of  an  air 
pump  with  reservoir  in  which  compressed  air  is  stored,  and 
by  means  of  the  train  pipe  and  valve  is  conveyed  to  the 
brake  cylinders  of  the  cars 

In  starting  the  engine  the  wheels  are  liable  to  slip  on  the 
rails,  to  prevent  this  a  sand  box  is  arranged  on  top  of  the 
boiler,  from  which  by  means  of  the  sand  valve,  operated  by 
a  rod  and  lever  in  the  cab,  sand  is  thrown  in  front  of  the 
wheels  which  allows  them  to  "take  hold  ''  of  the  rails. 

The  fuel  and  water  supply  is  carried  by  the  tender, 
coupled  to  the  locomotive  immediately  behind  it. 

Besides  the  driving  wheels  there  is  on  larger  locomotives 
at  the  front  or  both  ends  a  truck,  composed  of  small 
wheels,  which  carry  part  of  the  weight,  and  also  guide  the 
engine  on  the  track. 

The  forward  sloping  attachment  serves  to  clear  the  track  of 
any  obstruction,  as  cattle,  etc.;  it  is  named  "  the  cowcatcher." 


Fig.  194.    LOCOMOTIVE  BRAKE. 


W) 


New  Catechism  of  the  Steam  Engine.      26  J 


RAILWAY  SIGNALS. 

One  pull  of  the  bell  cord  signifies  "  stop." 

Two  pulls  mean  **  go  ahead." 

Three  pulls  signify  "  slack  up." 

One  whistle  signifies  u  down  brakes." 

Two  whistles  mean  "  off  brakes." 

Three  whistles  signify  "  back  up." 

Continued  whistles  indicate  "  danger." 

Rapid  short  whistles  "  a  cattle-alarm." 

A  sweeping  parting  of  the  hands  on  a  level  with  the 
eyes,  signifies  "  go  ahead." 

A  slowly,  sweeping,  meeting  of  the  hands  over  the  head 
means  "  back  slowly/* 

Downward  motion  of  the  hands,  with  extended  arms, 
means  "stop." 

Beckoning  motion  of  one  hand  indicates  "  back." 

A  red  flag  waved  up  the  track,  signifies  "  danger." 

A  red  flag  standing  by  the  roadside  means  "  danger 
ahead." 

A  red  flag  carried  on  a  locomotive,  signifies  "  an  engine 
following." 

A  red  flag  raised  at  a  station,  is  a  signal  "  to  stop." 

A  lantern  at  night  raised  and  lowered  vertically,  is  a 
signal  to  "start." 

A  lantern  swung  at  right  angles  across  the  track,  means 
"  stop/1 

A  lantern  swung  in  a  circle,  signifies  "  back  the  train." 

NoT3. — A  locomotive  engineer  has  a  keen  affection  for  his  "iron 
steed.  '  But  if 'one  may  believe  an  engineer,  locomotives  are  extremely 
fickle.  He  declares  that  his  engine  will  take  a  train  over  a  steep  grade 
with  a  rush  on  one  day,  while  perhaps  on  the  very  next  day,  with  the 
same  train  and  the  same  grade,  the  artful  coquette  will  pretend  to  be 
shy,  will  draw  back  in  feigned  timidity,  fence,  flirt  and  finally  do  what 
it  is  asked  to  do  with  a  pout.  "It's  hard,"  he  says,  to  realize  that  your 
engine  isn't  alive.  She  acts  like  a  horse.  She  will  shy  and  balk  at  a 
grade  when  she  feels  like  it,  and,  again,  will  take  the  bit  in  her  teeth 
and  jerk  the  load  clean  over  the  hill.  You  can't  help  calling  such  an 
engine  '  her.'  Sometimes  I  feel  like  speaking  to  her  when  she  is  sulk- 
ing. Maybe  I  do  without  realizing  it. ' ' 


I 


I? 


New  Catechism  of  the  Steam  Engine.      269 


THE  WESTINQHOUSE  BRAKE. 

The  Westinghouse  Improved  Quick  Action  Automatic 
Brake  consists  of  the  following  essential  parts : 

ist.  The  Steam  Engine  and  Pump,  which  fur- 
nishes  the  compressed  air. 

2d.  The  Main  Reservoir,  in  which  the  compressed 
air  is  stored. 

3d.  The  Engineer's  Brake  and  Equalizing  Dis- 
charge Valve,  which  regulates  the  flow  of  air  from  the 
main  reservoir  into  the  brake  pipe  for  releasing  the  brakes, 
and  from  the  main  train  or  brake  pipe  to  the  atmosphere 
for  applying  the  brakes. 

4th.  The  Main  Train  or  Brake  Pipe,  which  leads 
from  the  main  reservoir  to  the  engineer's  brake  and  equal- 
izing discharge  valve,  and  thence  along  the  train,  supplying 
the  apparatus  on  each  vehicle  with  air. 

5th.  The  Auxiliary  Reservoir,  which  takes  a  sup- 
ply of  air  from  the  main  reservoir,  through  the  brake  pipe, 
and  stores  it  for  use  on  its  own  vehicle. 

6th.  The  Brake  Cylinder,  which  has  its  piston  rod 
attached  to  the  brake  levers  in  such  a  manner  that,  when  the 
piston  is  forced  out  by  air  pressure,  the  brakes  are  applied. 

7th.  The  Improved  Quick  Action  Automatic 
Triple  Valve,  which  is  suitably  connected  to  the  main 
train  pipe,  auxiliary  reservoir  and  brake  cylinder,  and  is 
operated  by  the  variation  of  pressure  in  the  brake  pipe  (i), 
so  as  to  admit  air  from  the  auxiliary  reservoir  (and  under 
certain  desirable  conditions,  as  will  be  explained  hereafter, 
from  the  train  pipe)  to  the  brake  cylinder,  which  applies 
the  brakes,  at  the  same  time  cutting  off  communication 
from  the  brake  pipe  to  the  auxiliary  reservoir,  or  (2)  to 
restore  the  supply  from  the  train  pipe  to  the  auxiliary  re- 

NOTE. — Locomotives  with  large  wheels  are  swiftest.  Those  with 
small  ones  are  strongest,  or  in  other  words,  they  can  move  greater 
weights  at  slower  speeds. 


270      New  Catechism  of  the  Steam  Engine. 


bo 

£ 


New  Catechism  of  the  Steam  Engine.      271 

THE  WESTINGHOUSE  BRAKE. 

servoir,  at  the  same  time  letting  the  air  in  the  brake  cylin- 
der escape,  which  releases  the  brakes. 

8th.  The  Pump  Governor,  which  regulates  the  sup- 
ply of  steam  to  the  pump,  stopping  it  when  the  maximum 
air  pressure  desired  has  been  accumulated  in  the  train 
brake  pipe  and  reservoirs. 

The  automatic  action  of  the  brake  is  due  to  the  construc- 
tion of  the  triple  valve,  the  primary  parts  of  which  are  a 
piston  and  slide  valve.  A  moderate  reduction  of  air  pres- 
sure in  the  train  pipe  causes  the  greater  pressure  remaining 
stored  in  the  auxiliary  reservoir  to  force  the  piston  of  the 
triple  valve  and  its  slide  valve  to  a  position  which  will  allow 
the  air  in  the  auxiliary  reservoir  to  pass  directly  into  the 
brake  cylinder  and  apply  the  brake.  A  sudden  or  violent 
reduction  of  the  air  in  the  train  pipe  produces  the  same 
effect,  and  in  addition  to  this  causes  supplemental  valves 
in  the  triple  valve  to  be  opened,  permitting  the  pressure  in 
the  train  pipe  to  also  enter  the  brake  cylinder,  increasing 
the  pressure  derived  from  the  auxiliary  reservoir  about  20 
per  cent.,  producing  instantaneous  action  of  the  brakes 
throughout  the  train. 

When  the  pressure  in  the  brake  pipe  is  again  restored  to 
an  amount  in  excess  of  that  remaining  in  the  auxiliary  re- 
servoir, the  piston  and  slide  valve  are  forced  in  the  oppo- 
site direction,  to  their  normal  position,  opening  communi- 
cation from  the  train  pipe  to  the  auxiliary  reservoir,  and 
permitting  the  air  in  the  brake  cylinder  to  escape  to  the 
atmosphere,  releasing  the  brakes. 

NOTE. — Data  relating  to  Schenectady  tank  switching 

locomotive  6  wheel  type gauge  4  ft-  8^  ins. 

Diameter  and  stroke  of  cylinders 17  x  22  ins. 

Diameter  of  driving  wheels 44  ins. 

Diameter  of  boiler 50  ins. 

Number  and  diameter  of  flues 176,  2  ins. 

Length  and  width  of  fire  box 90  x  34^  ins. 

Weight  on  drivers 89,000  Ibs. 

Total  weight 89,000  Ibs. 

Tank  capacity 1,200  galls. 


bb 


New  Catechism  of  the  Steam  Engine.      273 


THE  WESTINGHOUSE  BRAKE. 

If  the  engineer  wishes  to  apply  the  brake,  he  moves  the 
handle  of  the  engineer's  brake  valve  to  the  right,  which 
first  closes  a  port,  retaining  the  pressure  in  the  main  reser- 
voir, and  then  permits  a  portion  of  the  air  in  the  train  pipe 
to  escape. 

To  release  the  brakes,  he  moves  the  handle  to  the  ex- 
treme left,  which  allows  the  air  in  the  main  reservoir  to 
flow  freely  into  the  brake  pipe  restoring  the  pressure  and 
releasing  the  brakes. 

A  valve  called  the  conductor's  valve,  is  placed  in  each 
car  with  a  cord  running  throughout  the  length  of  the  car, 
and  any  of  the  trainmen,  by  pulling  this  cord,  can  open  the 
valve,  which  allows  the  air  to  escape  from  the  train  pipe, 
applying  the  brake. 


Fig.  199.    THE  "Oi/D  IRONSIDES,"  1832. 

NOTE. — Data  relating  to  the  Schenectady  10  wheel  type  Fig.  198. 

Compound  passenger  locomotive gauge  4  ft.  9  ins. 

Diameter  and  stroke  of  cylinders H.  P.  20  x  24  ;  Iv.  P.  30  x  24  ins. 

Diameter  of  driving  wheels 74  ins. 

Diameter  of  boiler 58  ins. 

Number  and  diameter  of  flues 268,  2  ins. 

Length  and  width  of  fire  box 96^  x  39^  ins. 

Weight  on  drivers 106,000  Ibs. 

Total  weight 143,000  Ibs. 

Tank  capacity 3,500  galls. 


New  Catechism  of  the  Steam  Engine. 


THE  WESTINGHOUSE  BRAKE. 

Should  the  train  break  in  two,  the  air  in  the  brake  pipe 
escapes  and  the  brakes  are  applied  to  both  sections  of  the 
train. 


The  brakes  are  also  automatically  applied  should  a  hose 
or  pipe  burst. 

It  will  be  seen  that  any  reduction  of  pressure  in  the  trail? 
pipe  applies  the  brakes. 


New  Catechism  of  the  Steam  Engine.      275 


THE  BALDWIN  LOCOflOTIVE. 

The  Baldwin  Locomotive  Works  are  located  at  Phila- 
delphia, Pa.,  and  date  their  origin  from  the  very  inception 
of  steam  railroads  in  America.  In  the  year  1831  the 
Philadelphia,  Germantown  and  Morristown  Railroad  Com- 
pany, whose  short  line  of  six  miles  was  operated  by  horse 
power,  gave  the  order  for  the  "  Old  Ironsides  (see  Fig.  199, 
page  273),  which  was  completed  and  tried  upon  the  road 
Nov.  23d,  1832.  At  the  date  of  the  issue  of  this  volume 
the  organization  of  the  works  is  based  upon  an  annual 
capacity  of  1,000  locomotives  per  annum,  equal  to  three 
and  one-third  locomotives  per  working  day. 

More  than  15,000  locomotives  have  been  constructed 
since  the  "  Old  Ironsides"  in  1831.  That  engine  was 
nearly  a  year  in  building  and  thirty  years  were  occupied  in 
building  the  first  one  thousand,  which  was  the  number 
completed  in  the  single  year  1889. 

In  October,  1889,  the  first  compound  locomotive  in  the 
practice  of  the  works  was  completed  and  placed  on  the 
Baltimore  and  Ohio  Railroad,  It  was  of  the  four-cylinder 
type,  as  designed  and  patented  by  Mr.  S.  M.  Vauclain, 
who  had  been  connected  with  the  works  since  1883  and  its 
General  Superintendent  since  February  n,  1886.  The 
economy  in  fuel  and  water  and  the  efficiency  in  both 

NOTE. — In  1889  a  test  case  was  trade  to  see  in  how  short  a  time  a 
locomotive  could  be  built.  On  Saturday,  June  22d,  Mr.  Robert  H. 
Coleman  ordered  a  narrow-gauge  "  American  "  type  passenger  loco- 
motive and  tender,  which  it  was  agreed  should  be  ready  for  service  on 
his  railroad  in  Lebanon  County,  Pa.,  by  the  fourth  of  July  following. 
The  boiler  material  was  at  once  ordered  and  was  received  Tuesday, 
June  25th.  The  boiler  was  completed  and  taken  to  the  Erecting  Shop 
on  Friday,  June  28th,  and  on  Monday,  July  ist,  the  machinery,  frames, 
wheels,  etc.,  were  attached  and  the  locomotive  was  tried  under  steam 
in  the  works.  The  tender  was  completed  the  following  day,  Tuesday, 
July  2d,  thus  making  the  record  of  construction  of  a  complete  loco- 
motive from  the  raw  material  of  the  art  in  eight  working  days. 


New  Catechism  of  the  Steam  Engine. 


THE  BALDWIN  LOCOMOTIVE. 

passenger  and  freight  service  given  by  this  design  led  to 
its  introduction  on  many  leading  railroads,.  Following  the 
first  four-cylinder  compound  locomotive  built  in  1889,  three 
were  built  in  1890,  eighty-two  in  1891,  two  hundred  and 
thirteen  in  1892,  one  hundred  and  sixty  in  1893,  thirty  in 
1894,  fifty-one  in  1895,  and  one-hundred  and  seventy-three 
during  1896. 

The  principal  features  of  construction  of  the  Vauclain 
Compound  Engine  are  as  follows: 

The  cylinders  consist  of  one  high-pressure  and  one  low- 
pressure  for  each  side,  the  ratio  of  the  volumes  being  nearly 
three  to  one  :  they  are  cast  in  one  piece  with  the  valve- 
chamber  and  saddle,  the  cylinders  being  in  the  same 
vertical  plane,  and  as  close  together  as  they  can  be  with 
adequate  walls  between  them 

Where  the  front  rails  of  the  frames  are  single  bars,  the 
high-pressure  cylinder  is  usually  put  on  top,  but  when  the 
front  rails  of  frames  are  double,  the  low-pressure  cylinder 
is  usually  on  top. 

The  former  is  used  in  "  eight-wheel  "  or  American  type 
passenger  locomotives,  and  in  "  ten-wheeled  "  locomotives, 
while  the  latter  is  used  in  Mogul,  Consolidation,  and 
Decapod  locomotives  ;  for  the  various  other  classes  of 
locomotives  the  most  suitable  arrangement  is  determined 
by  the  style  of  the  frames. 

Fig.  201  shows  the  arrangement  of  the  cylinders  in 
relation  to  the  valve. 

The  valve  employed  to  distribute  the  steam  to  the 
cylinders  is  of  the  piston  type,  working  in  a  cylindrical 
steam-chest  located  in  the  saddle  of  the  cylinder  casting 
between  the  cylinders  and  smoke-box,  and  as  close  to  the 
cylinders  as  convenience  will  permit  ;  the  steam-chest  is 
bored  out  enough  larger  than  the  diameter  of  the  valve  to 
permit  the  use  of  a  hard  cast-iron  bushing.  This  bushing 
is  forced  into  the  steam-chest  under  such  pressure  as  to 


New  Catechism  of  the  Steam  Engine. 


THE  BALDWIN  LOCOMOTIVE. 

prevent  the  escape  of  steam  from  one  steam  passage  to 
another  except  by  the  action  of  the  valve. 

The  valve,  which  is  of  the  piston  type — double  and 
hollow — controls  the  steam  admission  and  exhaust  of  both 
cylinders.  The  exhaust  steam  from  the  high-pressure 
cylinder  becomes  the  supply  steam  for  the  low-pressure 


Fig.  201.    VAUCXAIN  VAI,VE  SYSTEM. 

cylinder.  As  the  supply  steam  for  the  high-pressure 
cylinder  enters  the  steam-chest  at  both  ends,  the  valve  is 
in  perfect  balance,  except  the  slight  variation  caused  by 
the  area  of  the  valve  stem  at  the  back  end.  This  variation 
is  an  advantage  in  case  the  valve  stem  or  its  connection  to 
the  valve  rod  should  be  broken,  as  it  holds  them  together. 


New  Catechism  of  the  Steam  Engine. 


THE  BALDWIN  LOCOMOTIVE. 


New  Catechism  of  the  Steam  Engine.      279 

THE  BALDWIN  LOCOMOTIVE. 

Cast-iron  packing  rings  are  fitted  to  the  valve  and  con- 
stitute the  edges  of  the  valve.  They  are  prevented  from 
entering  the  steam-ports  when  the  valve  is  in  motion  by 
narrow  bridges  across  the  steam-ports  of  the  bushing. 
The  operation  of  the  valve  is  clearly  shown  by  Fig.  201,  the 
direction  of  the  steam  being  indicated  by  arrows. 

When  the  low-pressure  cylinder  is  on  top,  the  double 
front  rail  prevents  the  use  of  the  ordinary  rock-shaft  and 
box,  and  the  valve  motion  is  then  what  is  called  "  direct 
acting,"  changing  the  location  of  the  eccentrics  on  the  axle 
in  relation  to  the  crank-pin.  When  the  low-pressure 
cylinder  is  underneath,  the  rock-shaft  is  employed,  and 
the  eccentrics  are  placed  in  the  usual  position,  the  valve 
motion  is  termed  "indirect  acting."  Great  care  should 
be  taken  by  mechanics,  when  setting  the  valves  on  these 
locomotives,  to  observe  this  difference  and  not  get  the 
eccentrics  improperly  located  on  the  axle.  If  the  crank- 
pin  is  placed  on  the  forward  center,  the  eccentric-rods  will 
not  be  crossed  when  the  rocker-arm  or  indirect  motion  is 
used,  but  will  be  crossed  when  no  rocker-arm  or  direct 
motion  is  used.  Serious  complications  have  arisen  from 
this  being  disregarded. 

Various  methods  have  been  employed  to  transfer  the 
motion  from  the  links  to  the  valve  rod,  that  most  com- 
monly used  being  a  small  cross-head  sliding  between  two 
guide  bars.  It  is  preferable,  however,  to  use  a  rock- 
shaft  when  possible,  as  there  is  then  less  departure  from 
ordinary  locomotive  practice. 

It  is  obvious  that  in  starting  these  locomotives  with  full 
trains  from  a  state  of  rest,  it  is  necessary  to  admit  steam 
to  the  low-pressure  cylinder  as  well  as  to  the  high-pressure 
cylinder,  which  is  accomplished  by  the  use  of  a  starting 
valve.  This  is  merely  a  pass-by  valve  which  is  opened  to 
admit  steam  to  pass  from  one  end  of  the  high-pressure 
cylinder  to  the  other  end  and  thence  through  the  exhaust 


280      New  Catechism  of  the  Steam  Engine. 

THE  RICHMOND  LOCOMOTIVE. 

to  the  low-pressure  cylinder.  The  same  cock  acts  as  a 
cylinder  cock  for  the  high-pressure  cylinder  and  is  operated 
by  the  same  lever  that  operates  the  ordinary  cylinder 
cocks,  thus  making  a  simple  and  efficient  device,  and  one 
that  need  not  become  disarranged. 

As  is  usual  in  all  engines,  air  valves  are  placed  in  the 
main  steam  passage  of  the  high-pressure  cylinder.  Addi- 
tional air  valves,  placed  in  the  low-pressure  cylinders  to 
supply  them  with  sufficient  air  to  prevent  the  formation  of 
a  vacuum,  which  would  draw  cinders  into  the  steam-chest 
and  cylinders. 

Water  relief  valves  are  applied  to  the  low-pressure 
cylinders,  and  attached  to  the  front  and  back  cylinder 
heads,  to  prevent  the  rupture  of  the  cylinder  in  case  a  care- 
less engineer  should  permit  the  cylinders  to  be  charged 
with  water,  or  to  relieve  excessive  pressure  of  any  kind. 

In  all  other  respects  the  locomotive  is  the  same  as  the 
ordinary  single-expansion  locomotive,  otherwise  described. 

Fig.  200  shows  a  Baldwin  ten-wheel  freight  locomotive 
and  Fig.  202  a  ten-wheel  passenger  locomotive  of  the  latest 
design. 


THE  RICHMOND  LOCOMOTIVE. 

These  machines  are  built  by  the  Richmond  Locomotive 
Works  at  Richmond,  Va. 

Fig.  203  represents  Passenger  Engine  No.  100,  the  out- 
lines of  the  main  parts  of  the  same  are  shown  in  Fig.  204. 

Fig.  206  shows  a  front  view  of  a  Compound  Locomotive 
with  outlines  Fig.  207  of  the  Richmond  type. 

It  will  be  observed  that  these  two  engines  shown  in  Fig. 
203  and  Fig.  206  are  compound  locomotives.  The  follow- 
ing is  a  general  description  of  their  operation : 


New  Catechism  of  the  Steam  Engine.      281 


Fig.  203.    THE  RICHMOND  LOCOMOTIVE. 

L4/T 


444— i 


ppjj-1  -4 


Fig.  204.    OUTUNES  off  ABOVE  LOCOMOTIVE. 


NOTE. 

Tubes 256 

Tubes — diam.  No.  12  B.  W.  G.2  in. 

Tubes— length 13  ft.  5^  in. 

Tube    Heating    Sur- 
face  I793-25  sq.  ft. 

Fire-box  Heating  Sur- 
face  164.85  sq.  ft. 

Total    Heating   Sur- 
face  1958.10  sq.  ft. 


Grate  Surface 38.5  sq.  ft> 

Valve 

Travel.  .5^  in.  H.  P.,  6  in.  L.  P. 

Weight  on  Drivers 111,000 

Weight  on  Truck 82,450 

Total  Weight  of  Engine 143,450 

Weight  of  Engine  and  Ten- 
der (24  in.  W.) 203.750 


282 


New  Catechism  of  the  Steam  Engine. 


THE  RICHMOND  LOCOMOTIVE. 

The  Richmond  compound  system  is  but  a  slight  altera- 
tion from  the  simple  locomotive  of  its  class,  the  only  addi- 
tion being  an  intercepting  valve,  and  one  cylinder  being 
larger  than  the  other. 

The  compounding  differs  from  the  "  Vauclain,"  else- 
where described,  in  using  but  two  cylinders,  one  high  and 


N 


Fig.  205.    SECTION  RICHMOND  COMPOUND,  INTERCEPTING 


New  Catechism  of  the  Steam  Engine.      283 

THE  RICHMOND  LOCOMOTIVE. 

one  low  pressure  instead  of  four  cylinders.  These  are  set 
one  on  one  side  of  the  engine  and  one  on  the  other  with 
cranks  at  right  angles,  as  in  the  simple  engine. 

The  intercepting  valve  shown  in  Fig.  205  is  used  to  start 
the  engine  with  live  steam  on  both  cylinders,  and  also,  if 
necessary,  to  run  the  engine  simple. 

As  the  area  of  the  low  pressure  cylinder  is  much  larger 
than  that  of  the  high  pressure,  the  steam  has  to  be  reduced 
to  a  certain  pressure  ;  this  is  accomplished  by  the  reducing 
valve  £7  in  Fig.  205. 

The  following  is  a  description  of  the  intercepting  valve : 

Steam  goes  from  the  dry  pipe  direct  to  the  high  pressure 
steam  chest,  and  also  to  the  cavity  surrounding  the  reduc- 
ing valve. 

The  exhaust  from  the  high  pressure  cylinder  goes  into 
the  cavity  surrounding  the  intercepting  valve  A,  and  can 
either  pass  to  the  low  pressure  steam  chest,  or  direct  to 
the  stack,  dependent  on  the  positions  of  the  valves. 

The  low  pressure  exhaust  goes  direct  to  the  stack  at  all 
times. 

The  intercepting  valve  opens  and  closes  the  connection 
between  the  two  cylinders. 

The  emergency  valve  B  opens  and  closes  the  connection 
between  the  high  pressure  exhaust  and  the  atmosphere. 

In  starting  the  engine,  observe  the  following  operation : 

1.  The  reducing  valve  Ct  which  has  a  movement  of  one 
inch  on  the  stem  of  the  intercepting  valve  A,  admits  live 
steam  to  the  low  pressure  chest,  and  also  regulates  the  live 
steam  pressure  in  the  low  pressure  cylinder. 

The  air  dashpot  D  on  the  stem  of  the  intercepting  valve 
A  prevents  any  slamming  of  the  valve.  The  arrows  show 
the  directions  of  steam  currents. 

2.  The  pressure  having  reached  72  pounds  in  the  low 
pressure  steam  chest,  closes  the  reducing  valve   by  the 
steam  pressure  on  its  large  end,  and  thus  cuts  off  livs 


284     New  Catechism  of  the  Steam  Engine. 


Fig.  206.    THE  RICHMOND  LOCOMOTIVE. 

y"  — 


u- 7:7- ,, 6'-  2- tt— — s'-f"—. 

\  U- •  — J S3',  o. 


Fig.  207.    OUTLINES  OF  ABOVE  LOCOMOTIVE. 


NOTE. 


Grate  Surface 31.3  sq.  ft. 

Valve  Travel 5.6  in. 

Weight  on  Drivers 112,000 

Weight  on  Truck 32,000 

Total  Weight  of  Engine 144,000 

Total  Weight  of  Engine  and 
Tender. , 211,800 


Tubes 241 

Tubes — diam 2  in. 

Tubes— length 13  ft.  n^  in. 

Tube  Heating  Surface.. 1,756  sq.  ft. 
Fire-box    Heating    Sur- 
face  172  sq.  ft 

Total  Heating  Surface.  1,928  sq.  ft. 


New  Catechism  of  the  Steam  Engine.      285 


THE  RICHMOND  LOCOMOTIVE. 

steam  from  the  low  pressure  chest  at  the  desired  pressure,  72 
pounds  (with  1 80  pounds  boiler  pressure).  When  the  steam 
in  the  low  pressure  chest  falls,  the  reducing  valve  opens 
again.  The  other  valves  have  not  changed  their  positions. 

3.  The  intercepting  valve  A  is  pushed  wide  open  by 
the  accumulated  exhaust  pressure  from  the  high  pressure 
cylinder.  This  movement  closes  the  reducing  valve  C, 
thus  permanently  cutting  off  live  steam  from  the  low  pres- 
sure chest. 

In  running  the  engine  simple,  the  emergency  valve  B  is 
pushed  open  by  live  steam  from  a  three-way  cock  in  the 
cab.  The  exhaust  steam  from  the  high  pressure  cylinder, 
which  is  the  same  as  receiver  steam,  has  escaped  to  the 
main  exhaust,  and  the  intercepting  valve  is  shut  by  the 
force  of  this  steam  rushing  around  its  end,  assisted  by  the 
live  steam  pressure  on  the  reducing  valve  shoulder.  This 
live  steam  now  enters  the  low  pressure  chest  past  the  re- 
ducing valve.  The  high  pressure  cylinder  is  exhausting 
into  the  atmosphere,  and  the  steam  in  the  low  pressure 
chest  is  at  72  pounds  (with  180  pounds  boiler  pressure). 

Nom— Assuming  180  pounds  boiler  pressure,  the  high  pressure 
Cunaust  reaches  52  pounds  when  the  engine  is  working  compound. 
This  pressure  is  the  receiver  pressure  and  also  the  initial  pressure  in 
the  low  pressure  cylinder. 

When  working  simple,  the  reducing  valve  permits  72  pounds  of 
live  steam  to  pass  to  the  low  pressure  cylinder,  thus  greatly  increasing 
the  power  of  the  engine.  The  high  pressure  piston  also  exerts  an 
equal  increased  power  when  working  simple,  since  the  back  pressure 
of  52  pounds  is  removed. 

The  live  steam  passage  around  the  reducing  valve,  and  the  exhaust 
passage  around  the  emergency  valve  are  so  contracted  that  engineers 
are  compelled  to  work  "compound"  when  running  over  8  miles  an 
hour  in  order  to  make  time. 

The  lubricator  pipe  to  the  low  pressure  cylinder  enters  the  live 
steam  passage  around  the  reducing  valve,  and  insures  constant  lubrica- 
tion to  this  valve. 

Should  either  side  of  the  engine  break  down,  the  emergency  valve 
can  be  opened  and  the  engine  brought  in  on  one  side  like  a  simple 
engine. 


286      New  Catechism  of  the  Steam  Engine. 

THE  RICHMOND  LOCOMOTIVE. 

It  will  be  seen,  from  the  previous  description,  that  in 
order  to  start  the  engine  compound,  all  the  engineer  needs 
to  do  is  to  open  the  throttle  as  in  a  simple  locomotive. 
The  intercepting  valve  automatically  changes  her  from 
simple  to  compound. 

The  only  additional  duty  to  perform  while  running  sim- 
ple is  to  keep)  the  steam  on  the  piston  of  the  emergency 
valve,  by  means  of  the  three-way  cock.  The  exhaust  of 
the  high  pressure  cylinder  while  running  simple  goes  direct 
to  the  stack — the  exhaust  from  the  low  pressure  cylinder 
in  either  simple  or  compound  running,  goes  also  to  the 
stack. 


Fig.  208.    MODEI,  ENGINE  WORKS. 


New  Catechism  of  the  Steam  Engine,      287 


THE  GAS  ENGINE. 

Ques.    What  is  a  Gas  Engine  ? 

ANS.  Simply  an  engine  run  by  an  explosive  force 
applied  directly  to  the  piston.  An  explosive  mixture  com- 
posed principally  of  air,  in  which  has  been  blended  a  little 
gas  or  gasoline,  is  introduced  into  the  cylinder,  compressed 
and  then  ignited,  when  the  expansion  creates  one  of  the 
greatest  forces  known.  The  piston  connected  with  the 
crank-shaft  yields,  and  thus  the  force  is  converted  into 
power. 

Ques.    What  is  the  difference  between  a  steam  and  a  gas  engine  ? 

ANS.  It  is  only  in  the  method  of  supplying  and  distrib- 
uting the  working  fluid  that  the  steam  engine  and  the  gas 
engine  show  any  radical  difference ;  that  is  to  say,  in  the 
valve  and  governing  mechanisms. 

Ques.  What  is  the  main  problem  involved  in  both  steam  and  gas 
engines  ? 

ANS.  The  conversion  of  the  pressure  of  an  expansive 
fluid  into  rotary  motion  and  consequently  mechanical 
work.  Those  principles  of  design  as  applied  to  the  main 
working  parts,  which  have  been  successful  in  one  instance, 
such  as  the  cylinders,  pistons,  crank-shafts,  connecting 
rods,  bearings,  etc.,  are  equally  applicable  in  the  other. 

Ques.  What  is  another  difference  between  a  steam  and  gas  engine 
besides  the  one  already  given  ? 

ANS.  In  the  steam  engine  the  pressure  is  generated  in 
a  boiler  separately  in  order  to  carry  a  reserve  of  energy. 
In  the  gas  engine  the  necessary  energy  is  created  directly 
within  the  cylinder  for  each  working  stroke. 

Ques.     How  many  ways  is  the  gas  exploded  in  modern  engines  ? 

ANS.     Two,  with  either  an  electric  spark  or  a  hot  tube. 

Ques.     How  would  you  describe  .he  method  by  the  electric  spark  ? 

ANS.  It  is  accomplished  by  a  battery  which  consists  of 
proper  cells  for  the  fluid  and  of  electrodes  in  the  cylinder, 
with  connecting  wires.  When  the  electrodes  are  clean  and 
have  proper  contact,  and  the  battery  of  proper  strength. 


288      New  Catechism  of  the  Steam  Engine. 


THE  GAS  ENGINE. 

a  spark  is  created  at  the  proper  time  that  explodes  the 
mixture  in  the  cylinder.  With  the  electric  spark,  the 
engine  can  be  started  in  a  moment,  and  the  time  of  ignition 
made  positive,  thus  producing  the  most  satisfactory  results. 

Ques.  What  is  the  essential  and  peculiar  mechanism  always  found 
in  the  gas  engine  to  develop  and  control  the  power  ? 

ANS.  There  must  be  inlets  for  the  air  and  gas,  an  igniter, 
and  an  outlet  for  the  exhaust.  So  far  all  engines  are  alike. 
The  difference  in  them  consists  in  the  construction  of  these 
primary  parts,  and  the  appliances  for  operating  them. 

Ques.     How  is  the  power  of  a  gas  engine  stated  or  calculated  ? 

ANS.  In  indicated  horse  power  or  in  brake  horse  power 
or  both. 

NOTE. — Unfortunately  there  is  no  standard  commercial  rule  upon 
which  to  base  the  rated  power  of  a  gas  engine,  as  is  the  case  with  the 
steam  engine.  In  buying  a  steam  engine,  the  purchaser,  knowing  the 
diameter  of  cylinder,  stroke  of  piston,  and  speed,  can  by  a  simple  cal- 
culation determine  the  capacity  of  the  engine  under  any  given  condi- 
tions of  steam  pressure  and  cut-off.  On  the  other  hand,  the  purchaser 
of  a  gas  engine  has  little  else  to  guide  him  than  the  arbitrary  rating  of 
the  builder,  and  is  often  misled  by  a  lack  of  knowledge  as  the  basis  on 
which  the  rating  is  fixed. 

It  is  essential  that  the  non-technical  purchaser  should  understand 
the  difference  between  the  two  terms.  The  indicated  horse  power  is 
calculated  from  the  pressures  shown  throughout  the  stroke  of  the  piston, 
by  means  of  an  indicator  diagram  taken  from  the  cylinder.  The  actual 
useful  work  which  the  engine  is  capable  of  performing  is  less,  by  an 
amount  varying  from  15  per  cent,  upward,  depending  on  the  mechani- 
cal efficiency  of  the  engine.  On  account  of  the  high  pressure  and 
temperatures  involved,  and  the  suddenness  with  which  the  explosions 
take  place,  the  indicator  is,  at  best,  a  very  imperfect  instrument  for 
measuring  the  power  of  a  gas  engine,  its  usefulness  being  restricted 
practically  to  determining  by  the  characteristics  of  the  diagram  whether 
or  rot  the  general  action  of  the  explosive  mixture  in  the  cylinders  is 
correct. 

The  brake  horse  power  is  the  useful  work  delivered  from  the  shaft 
of  the  engine  ;  it  is  not  a  theoretical  computation,  but  an  actual  meas- 
urable quantity  capable  of  being  accurately  determined,  and  represents 
the  capacity  of  the  engine  after  eliminating  all  losses  in  the  machine 
itself. 


New  Catechism  of  the  Steam  Engine.      289 


THE  GAS  ENGINE. 

Ques.  Upon  what  two  plans  are  gas  engines  built ;  and  what  is  the 
four  stroke  cycle  ? 

ANS.  Gas  engines  are  built  on  four-cycle  and  two-cycle 
plans.  The  first  requires  one  cycle  to  draw  in  the  mixture, 
another  to  compress  it,  a  third  to  explode  it,  and  the  last 
to  get  out  the  exhaust,  completed  in  two  revolutions  of  the 
fly  wheels,  and  taking  gas  every  other  revolution,  when 
under  full  load.  The  two-cycle  engine  keeps  the  mixture 
under  pressure,  and  admits  it  to  the  cylinder  without  previ- 
ously clearing  out  the  exhaust.  These  engines  take  gas 
every  revolution. 

Ques.  How  would  you  define  an  explosion  such  as  takes  place  in 
the  gas  engine  cylinder  ? 

ANS.  An  explosion  is  simply  a  quick  expansion — the 
flame  of  the  burning  gas  coming  into  direct  contact  with 
the  air  in  the  cylinder  causes  its  quick  expansion,  the 
resulting  increased  pressure  develops  the  propelling  power 
acting  on  the  piston. 

Ques.     How  would  you  describe  the  hot  tube  method  of  igniting  ? 

ANS.  The  tube  is  simply  a  piece  of  gas  pipe  closed  at 
one  end  with  the  other  screwed  into  the  cylinder.  It  is 
entirely  closed  by  a  chimney  and  is  heated  by  a  Bunsen 
burner,  the  fuel  being  either  gas  or  gasoline.  The  flame  is 
small,  not  observed  and  entirely  safe.  A  few  minutes  time 
must  be  taken  to  heat  the  tube,  which  the  attendant  can 
employ  in  oiling  and  cleaning  up. 


NOTE. — The  cost  of  running  a  gas  engine  has  been  reduced  during 
the  past  ten  years  from  25  per  cent  to  50  per  cent.,  because  the  gas 
companies,  seeing  the  advantage  gained  oy  selling  gas  during  the  day  for 
power  purposes  have  reduced  the  price  of  gas.  In  29  of  our  principal 
cities  in  the  past  8  years,  gas  has  been  reduced  to  an  average  of  $1.00 
per  1,000  cubic  feet,  and  in  some  cases  as  low  as  80  cents  per  thousand. 

It  has  been  stated  by  competent  writers  that  in  Berlin  one  gas 
engine  is  used  to  every  1,300  of  population. 

NOTE. — In  point  of  attention  the  battery  requires  greater  and  more 
intelligent  care.  In  expense  the  battery  renewals  and  igniting  points 
are  about  the  same  as  the  tubes  and  fuel  by  which  they  are  heated. 
The  tubes  can  be  made  by  the  user  himself.  Composition  tubes  that 
will  last  several  months  can  be  procured  at  comparatively  small  cost. 

The  ignition  in  a  gas  engine  is  of  greatest  importance,  and  the  ignit- 
ing parts  should  be  easy  of  access  for  purpose  of  cleaning  them  easily. 


2$o      New  Catechism  of  the  Steam  Engine. 


THE  GAS  ENGINE. 

Ques.  What  is  necessary  to  be  done  in  view  of  the  heat  in  the 
cylinders  produced  by  the  explosions  of  gas  ? 

ANS.  The  heat  from  the  explosions  being  very  great,  to 
keep  all  parts  in  proper  relation  to  each  other  the  cylinder 
must  be  kept  cool.  This  is  done  by  a  circulation  of  water 
in  a  jacket  around  it,  furnished  by  connection  with  city 
pipes,  or  from  a  tank  supplied  by  a  pump  operated  by  the 
engine,  or  by  a  circulating  tank.  With  the  first  two 
methods  the  water  flows  away  when  used  ;  with  the  latter 
the  heated  water  is  returned  to  the  tank,  and  cools  as  it 
circulates  to  the  bottom. 

Ques.  What  is  the  difference  between  Gasoline,  Naphtha,  Benzine, 
and  Kerosene  ? 

ANS.  These  are  various  products  of  mineral  oil  or 
petroleum  and  they  differ  in  the  manner  in  which  they  are 
distilled  and  in  exploding  qualities. 

Ques.  What  is  illuminating  gas,  such  as  is  so  generally  used  in 
operating  gas  engines  ? 

ANS.     It  is  a  vapor  (gas)  distilled  from  coal. 

The  grading  and  quality  of  the  various  products  of 
petroleum  do  not  seem  to  be  well  understood,  and  as  a 
guide  a  few  of  the  more  common  grades  in  use  are  men- 
tioned in  this  table. 


Specific 
Gravity. 

TC  prospn  P. 

43°  to  48° 

Benzine 

Common    

57°  to  63° 

Naphtha 

Common  for  painters'  use  

57°  to  63° 

Naphtha 

Special  for  boat  use   

76° 

Gasoline  
Gasoline  .... 
Gasoline  .... 

Common  for  gasoline  engines. 
Special  for  gasoline  engines.  .  . 
Illuminating  gas  machines.  .  . 

721 

87° 

NoTE. — There  are  several  engines  made  which  use  crude  petroleum, 
or  kerosene  oil.  The  action  of  crude  petroleum  depends  somewhat  on 
the  proportion  of  its  ingredients,  as  some  of  them  are  much  more 
inflammable  than  others.  The  force  of  the  explosion  depends  largely 
on  the  proportion  of  air  that  is  mixed  with  the  vapor,  one  of  the  latter 
to  six  of  the  former  giving  very  good  results. 


New  Catechism  of  the  Steam  Engine.      291 


THE  OTTO  GAS  ENGINE. 


2 9 2      New  Catechism  of  the  Steam  Engine. 


THE  OTTO  GAS  ENGINE. 


Fig.  210.    THE  OTTO  GAS  ENGINE.— (UPRIGHT.) 


New  Catechism  of  the  Steam  Engine. 


THE  OTTO  GAS  ENGINE. 

These  machines  are  made  at  the  Otto  Gas  Engine 
Works,  Philadelphia,  Pa.,  established  over  a  quarter  of  a 
century,  of  a  present  capacity  of  1,200  engines  per  annum. 

This  engine  is  fitted  with  patent  alloy  tube  igniter  and 
pendulum  governor.  Its  vertical  design  saves  considerable 
space,  and  it  is  extremely  simple  in  its  working  parts. 

Fig.  209  represents  the  horizontal  Otto  gas  engine. 
Fi^.  210  exhibits  one  of  the  smaller  sizes,  one-third  horse 
power. 

The  operation  of  the  Otto  engine  is  as  follows:  The 
piston  being  started  on  its  first  outward  stroke  draws  in  a 
charge  of  air  and  gas.  On  the  return  stroke  of  the  piston 
this  mixture  is  compressed  and  while  the  crank  passes  the 
center  it  is  ignited  and  by  the  resulting  great  pressure  the 
piston  is  forced  outward  and  the  cycle  of  operation  is  com- 
pleted. On  the  return  ftroke,  by  the  exhausting  of  the 
products  of  the  combustion  into  the  atmosphere. 

Sizes  and  Dimensions  of  "Otto''  Gas  Engines. 


S*ee. 

Indicated 
H.  P. 

Actual 
H.  P. 

FLOOR  SPACE. 
(Approximate.) 

Weight, 
Pounds. 

weight,  Includ- 
ing Iron  Base, 
Pounds. 

No.  2 

2.2 

1.8 

3  ft.  3  in.  x  2  ft.  6  in. 

875 

1,075 

3a 

4-5 

3-5 

5 

2 

X  2 

'  3  " 

1,000 

1,460 

3b 

6 

5 

5 

4 

X  2 

5 

1,120 

1,570 

4a 

9 

6 

4 

*3 

0 

1,450 

1,890 

4b 

II 

8-5 

6 

7 

*3 

i 

1,600 

2,040 

5a 

13-5 

II 

7 

6 

*3 

4 

2,600 

3,350 

5b 

16 

13-5 

7 

9 

*3 

6 

2,820 

3,570 

6 

23 

19 

8 

5 

X4 

6 

4,135 

5,050 

7 

30.5 

25 

9 

o 

X5 

2 

7,500 

10,200 

8 

42 

36 

9 

6 

x  5 

5 

8,000 

10,700 

9 

48 

42 

ii 

3 

x6 

0 

12.300 

I5,600 

ii 

65 

56 

12 

6 

x6 

9 

16,000 

2r,5oo 

12 

122 

102 

16  "  o  "    x  6 

9 

24,000 

28,300 

NOTE.— In  1867,  Dr.  N.  Aug.  Otto  brought  out  the  first  com- 
mercially  successful  gas  engine,  and  obtained  for  it  a  gold  medal  at  the 
Paiis  Exhibition  of  that  year.  Since  then  47,500  "  Otto  "  gas  and  gas- 
oline engines  have  been  sold,  representing  some  250,000  horse-power. 


294      New  Catechism  of  the  'Steam  Engine. 


New  Catechism  of  the  Steam  Engine,      29$ 


THE  FOOS  GAS  AND  GASOLINE  ENGINE. 

This  Fig.  211  shows  the  Foos  Machine,  made  at  Spring- 
field, Ohio,  by  the  Foos  Gas  Engine  Co. 

The  operation  of  this  engine  where  gas  is  used  is  similai 
to  that  of  others  already  described. 


Fig.  212.    THE  Foos  ENGINE  ELECTRIC  IGNITER. 

In  the  use  of  gasoline  the  device  varies  considerably  from 
others.  Referring  to  Fig.  21 1  the  letters  on  illustration 
may  be  defined  as  follows : 

A,  exhaust  pipe,  exhaust  chamber  and  exhaust  valve ; 
B,  exploding  chamber;  C,  inlet  valve  in  exploding  chamber 
B ;  D,  stationary  electrode ;  E,  revolving  electrode ;  N, 
spring  crank ;  F,  rod  which  gives  a  revolving  motion  to 
electrode  E ;  R,  brass  pipe  conveying  gasoline  from  pump 
P  to  mixing  pipe  M ;  G,  stop  cock  for  escape  of  com- 
pressed  gas ;  K,  crank  disc  for  regulating  time  of  explosion 
of  gas  in  exploding  chamber  B ;  L,  governor ;  M,  mixing 
pipe  for  admission  of  pure  air ;  P,  gasoline  pump. 


2<)6      New  Catechism  of  the  Steam  Engine. 

THE  Foos  GAS  AND  GASOLINE  ENGINE. 

The  operation  of  the  engine  is  as  follows : 

"  The  motive  power  is  produced  by  pure  air  being  drawn 
into  pipe  '  M  '  and  there  mixed  with  a  few  drops  of  gasoline 
thrown  into  this  pipe  by  pump '  P '  at  every  other  revolution 
of  the  fly  wheel,  and  thence  drawn  by  the  suction  of  the 
piston  in  its  outward  movement  into  the  cylinder  through 
exploding  chamber  B.  This  mixture  of  air  with  the  gasoline 
forming  a  highly  explosive  gas  which  is  compressed  by  the 
return  movement  of  the  piston,  and  then  exploded  by  an 
electric  spark,  producing  a  very  high  power  by  the  expan- 
sion of  the  gas. 

"  The  cylinder  of  the  engine  is  surrounded  by  a  water 
jacket,  through  which  water  is  circulated,  to  keep  the 
cylinder  from  becoming  so  hot  as  to  destroy  or  burn  the 
lubricating  oil. 

"  Soft  or  rain  water  should  be  used.  If  hard  water  is 
used  the  water  space,  surrounding  the  cylinder,  would  fill 
up  with  lime  and  the  engine  rendered  useless  until  the 
lime  was  removed.  The  use  of  hard  water  may  be  remedied 
by  the  use  of  a  boiler  compound  such  as  is  used  in  steam 
boilers  to  keep  the  lime  from  accumulating." 

A  is  the  exhaust  chamber  valve  and  pipe,  through  which 
the  exhaust  passes  from  the  cylinder.  The  spiral  spring, 
which  closes  the  exhaust  valve,  may,  by  long  use,  become 
too  weak  to  close  the  valve  quickly.  To  remedy  this  raise 
the  collar  on  the  valve  stem  which  will  compress  the  spring 
and  cause  it  to  act  quickly.  If  gas  escapes  through  the 
exhaust  valve,  it  shows  the  valve  does  not  fit  the  valve  seat 
close  enough  and  should  be  removed  and  the  valve  and 
valve  seat  cleaned,  or  it  may  be  necessary,  sometimes,  to 
re-grind  them  with  fine  emery,  after  long  use,  to  make 
them  fit  tight. 

B  is  the  exploding  chamber.  The  gas  is  conducted  into 
this  chamber  (and  thence  into  the  cylinder)  through  pipe 
"  M  "  and  then  exploded  by  an  electric  spark,  caused  by 


New  Catechism  of  the  Steam  Engine.      297 

THE  Foos  GAS  AND  GASOLINE  ENGINE. 

the  contact  and  quick  separation  of  the  inside  ends  of  the 
two  electrodes  D  and  E.  Connected  with  the  exploding 
chamber  is  the  inlet  valve  C,  which  is  opened  and  closed 
at  every  alternate  revolution  of  the  fly  wheels,  letting  into 
chamber  B  a  charge  of  gas  from  mixing  pipe  M.  This 
valve  requires  no  attention  further  than  to  see  that  it  works 
freely.  It  may,  occasionally,  need  cleaning. 

It  is  very  important  that  the  poppet  valves  and  valve 
seats  in  chambers  A  and  B  should  fit  so  perfectly  that 
when  an  explosion  takes  place  in  the  cylinder  the  gas  will 
not  escape.  Should  the  gas  escape  through  these  valves 
the  engine  would  not  give  its  highest  power.  In  time 
these  valves  and  valve  seats  may  become  rough  and  so 
imperfect  that  they  will  permit  the  gas  to  escape.  When 
this  occurs  the  valves  and  valve  seats  should  be  re-ground. 
The  valves  can  be  removed  by  taking  out  the  large  screw 
caps  on  top  of  chambers  A  and  B.  These  chambers  should 
be  kept  clean,  especially  of  any  metal  filings,  as  they  would 
destroy  the  insulation  of  electrode  D. 

By  longer  use  the  springs  which  operate  the  two  poppet 
valves  in  chambers  A  and  B  may  become  too  weak  to  close 
the  valves  quickly.  This  can  be  remedied  by  raising  the 
collars  on  the  valve  stems  which  will  compress  the  spring 
and  cause  it  to  act  quickly.  In  time,  it  may  be  necessary  to 
replace  the  old  springs  with  new  ones.  If  new  ones  are  put 
on  care  must  be  taken  that  they  are  of  the  best  quality. 

There  are  two  electrodes,  D  and  E.  When  the  two 
points  or  ends,  X  and  Y,  are  brought  together  (as  shown 
in  cut)  the  electric  current  is  closed,  and  when  quickly 
separated  an  electric  spark  is  emitted,  the  gas  in  exploding 
chajnber  B  and  cylinder  is  ignited  and  the  piston  in  cylinder 
put  in  motion  by  the  expansion  of  the  gas. 

The  connection  and  separation  of  electrodes  D  and  E  is 
caused  by  the  revolving  motion  of  electrode  E,  bringing 
the  points  X  and  Y  together  at  every  revolution  of  elec- 


298      New  Catechism  of  the  Steam  Engine. 

THE  Foos  GAS  AND  GASOLINE  ENGINE. 

trode  E.  Electrode  D  is  made  to  screw  further  in  so  that 
when  the  inside  "  Y "  is  worn  off  it  can  still  be  kept  in 
contact  with  electrode  E  at  X.  Care  must  be  taken  not  to 
screw  it  in  so  far  but  that  there  will  be  a  separation  of  an 
eighth  of  an  inch  (not  less)  between  the  points  X  and  Y  of 
the  two  electrodes  at  every  revolution  of  electrode  E. 

In  screwing  electrode  D  further  in  or  putting  in  a  new 
electrode,  first  remove  the  large  screw  cap  on  top  of 
exploding  chamber  B.  This  will  enable  the  inside  of  the 
chamber  to  be  seen  and  tell  just  how  far  to  insert  electrode 

D,  so  that  the  inner  end  X  of  electrode  E  will  wipe  it  at 
every  revolution.     It  must  be  noticed  that  both  ends  of 
electrode  D  are  flat.      Care  must  be  taken  that  the  flat 
surface  be  left  in  a  horizontal  position,  otherwise  the  inside 
end,  which  is  a  flat  steel  spring,  will  not  lie  level  on  the 
end  of  X  and  will  be  broken  the  first  revolution  of  electrode 

E.  A  large  brilliant  white  spark  is  necessary  to  explode 
the  gas  in  chamber  B.     A  red  spark  will  not  do  it,  and  is 
evidence  that  the  electric  battery  is  exhausted  and  should 
at  once  be  renewed  with  new  parts. 

Electrode  D  is  insulated.  Care  must  be  taken  that  the 
insulating  asbestos  or  other  insulating  material  should  not 
get  damp  or  wet.  If  it  should,  the  insulation  would  be 
destroyed  and  would  have  to  be  re-packed  with  fresh 
insulating  material. 

When  natural  gas  is  used  that  has  sulphur  in  it,  it  will 
be  necessary  to  remove  electrodes  D  and  E  and  polish  or 
brighten  the  inside  ends  X  and  Y,  about  once  in  6  or  8 
days,  as  it  will  eat  and  corrode  the  inside  ends  of  the  elec- 
trodes. 

The  inside  wearing  points  of  the  electrodes  are  made  of 
hardened  sheet  steel,  and  when  worn  out  can  easily  be 
replaced  with  new  ones. 

Stop  cock  G  is  used  for  relieving  the  gas  pressure  in 
cylinder  when  starting  the  engine.  By  opening  it  a  part  of 


New  Catechism  of  the  Steam  Engine.      299 

THE  Foos  GAS  AND  GASOLINE  ENGINE. 

the  compressed  gas  in  the  cylinder  will  escape  and  less 
power  will  be  required  to  turn  the  fly  wheel.  As  soon  as 
an  explosion  takes  place  part  of  the  exploded  gas  in 
cylinder  will  escape  through  stop  cock  "  G."  When  this 
occurs  close  stop  cock  G  and  the  engine  will  continue  to  run. 

Crank  disc  K,  to  which  the  vibrating  rod  F  is  attached 
at  its  rear  end,  is  for  the  purpose  of  regulating  the  time  of 
explosion  of  gas  in  chamber  B.  This  is  done  by  loosening 
the  two  screws  and  turning  the  disc  slightly  to  the  right  to 
make  it  explode  sooner,  or  to  the  left  to  explode  later. 
The  explosion  should  take  place  the  moment  the  piston 
has  reached  its  farthest  forward  movement.  When  the 
disc  is  properly  set  the  two  screws  should  be  firmly 
tightened  to  prevent  the  disc  from  slipping.  If  the  disc  is 
out  of  time  the  engine  would  fail  to  do  good  work. 

The  inside  end  of  electrode  E  should  have  just  separated 
from  the  inside  end  of  electrode  D  when  the  piston  has 
reached  its  farthest  point  on  the  inward  stroke. 

This  governor  (L)  is  remarkably  sensitive.  If  the  engine 
should  run  too  fast  turn  in  the  acorn  headed  screw  at  end 
of  shaft.  If  it  runs  too  slow  withdraw  the  screw,  always 
being  careful  to  tighten  the  lock  nut.  The  speed  of  engine 
may  also  be  controlled  by  compressing  or  loosening  the 
governor  springs  by  means  of  the  nuts  at  each  end  of  the 
springs. 

To  ascertain  if  electric  battery  is  in  good  working  con- 
dition : 

Disconnect  wire  from  end  of  electrode  D  and  pass  the 
bare  end  quickly  across  any  part  of  exploding  chamber  B. 
If  the  battery  is  in  good  condition  a  large  brilliant  white 
spark  will  be  emitted.  If  a  small  red  spark  is  emitted  it 
will  not  explode  the  gas  and  the  battery  should  be  renewed 
with  new  zincs,  copper  oxide  plates,  potash  and  oil. 

Be  very  careful  that  the  insulation  of  electrode  D  does 
not  get  wet  or  damp  from  water,  oil  or  other  liquids.  If 


joo      New  Catechism  of  the  Steam  Engine. 

THE  Foos  GAS  AND  GASOLINE  ENGINE. 

it  should,  no  electric  spark  would  be  produced  in  the 
exploding  chamber  B,  and  you  would  have  to  re-pack  it 
with  fresh  asbestos  or  other  insulating  material.  You  can 
always  tell  if  the  insulation  of  electrode  D  is  imperfect  by 
turning  fly-wheel  until  the  piston  is  at  the  end  of  its  out- 
ward stroke.  Then  detach  the  insulated  wire  from  end  of 
electrode  D,  and  draw  the  bare  end  across  the  end  of 
electrode  D.  If,  in  doing  this,  a  spark  is  emitted  the 
insulation  is  destroyed.  There  should  be  no  spark  because 
when  the  piston  is  at  the  end  of  its  outward  stroke  the 
inner  ends  of  electrode  D  and  E  are  separated  and  no 
spark  could  be  emitted  if  the  insulation  was  good.  In  such 
a  case,  you  must  remove  electrode  D.  Take  off  the  brass 
boxing  or  cover,  clean  out  any  metal  particles  or  dirt  that 
may  be  in  chamber  B  or  in  the  brass  covering  around  the 
asbestos  insulating  ring.  If  the  ring  is  damp  or  not  in 
good  condition  new  ones  should  be  put  in. 

One  of  the  important  things  connected  with  operating  an 
engine  is  to  see  that  it  is  properly  oiled.  See  that  the  oil 
cups  are  kept  rilled  and  that  all  the  wearing  points  are 
oiled  frequently.  This  is  important  if  you  expect  good 
service  from  the  engine. 

A  small  oil  cup  is  placed  on  upper  side  of  electrode  E 
for  the  purpose  of  oiling  the  shaft.  Oil  should  be  put  in 
this  cup  two  or  three  times  a  day.  Means  are  supplied  for 
oiling  crank  shaft,  connecting  rod,  boxes,  etc. 

If  the  cylinder  is  not  kept  well  oiled  a  knocking  sound 
will  be  produced  in  the  cylinder.  It  is  very  important  to 
use  only  the  best  lubricating  oil. 

The  motive  power  of  the  engine  is  produced  by  mixing 
certain  portions  of  air  and  gasoline,  forming  an  exploding 
gas,  which  being  introduced  into  the  cylinder  and  com- 
pressed by  the  piston  and  exploded,  a  very  high  power  is 
obtained  by  the  expansion  of  the  gas  operating  against  the 
piston. 


New  Catechism  of  the  Steam  Engine.      301 

THE  Foos  GAS  AND  GASOLINE  ENGINE. 

The  first  thing  to  do  in  starting  the  engine  is  to  produce 
the  gas  and  convey  it  into  the  cylinder.  To  do  this  you 
take  hold  of  the  small  brass  handle  attached  to  the  pump 
plunger  and  give  the  plunger  three  or  four  strokes  so  as  to 
fill  pipe  R  and  also  force  a  small  quantity  of  gasoline  into 
pipe  M.  Then  by  turning  the  fly-wheels  from  the  cylinder 
as  rapidly  as  possible  you  will  set  the  piston  in  motion, 
and  by  its  outward  stroke  draw  or  suck  pure  air  into  and 
through  pipe  M  into  exploding  chamber  B  and  thence  into 
the  cylinder.  The  air,  in  passing  through  pipe  M,  will 
absorb  the  gasoline  in  the  pipe  and  form  an  explosive  gas. 
This  gas  is  compressed  on  the  inward  stroke  of  the  piston 
and  is  then  exploded  by  an  electric  spark  at  the  very 
moment  the  piston  has  reached  its  farthest  point  on  its 
inward  stroke.  If  the  gas  exploded  before  the  piston  had 
reached  its  farthest  point,  there  would  be  a  concussion  and 
the  engine  would  stop. 

Now,  if  you  have  followed  the  instructions  given  and  the 
engine  fails  to  run,  examine  carefully  and  see  if  the  electric 
battery  is  in  good  working  condition  and  gives  off  a  large 
brilliant  white  spark.  See  that  the  insulation  of  electrode 
D  is  good  and  that  the  inside  ends  X  and  Y  come  in  con- 
tact and  separate  not  less  than  }i  of  an  inch  at  each  revolu- 
tion of  electrode  E.  See  that  the  gasoline  pump  is  in  good 
order  and  that  it  supplies  the  proper  amount  of  gasoline  to 
the  engine.  Be  careful  that  you  have  a  good  quality  of 
74  degree  gasoline. 

The  operation  of  the  gasoline  pump  is  thus  explained  : 

The  gasoline  pump  P  is  connected  with  the  gasoline  tank 
by  a  small  iron  or  lead  pipe,  as  shown  in  cut.  The  bottom 
of  tank  should  be  as  high  as  the  pump  and  may  be  higher 
if  more  convenient ;  it  is  necessary  to  see  that  the  plunger 
works  free ;  dirt  in  the  gasoline  or  in  the  pipe  may  be 
carried  to  the  pump  and  stop  the  flow  of  gasoline,  or  it 
may  get  under  the  valves  so  they  will  not  close  tight  and 


jo 2      New  Catechism  of  the  Steam  Engine. 

THE  Foos  GAS  AND  GASOLINE  ENGINE. 

give  the  engine  too  much  gasoline.  If  dirt  gets  into  the 
pump  it  can  be  removed  by  taking  out  the  valves  and 
letting  a  little  gasoline  run  through. 

The  valve,  at  the  end  of  pipe  R  just  where  it  is  connected 
with  pipe  M,  can  also  be  removed.  Then,  if  the  gasoline  is 
turned  on  and  the  valves  in  the  pump  fit  tight,  no  gasoline 
will  pass  through.  If,  however,  gasoline  runs  through 
without  the  pump  being  worked,  it  would  show  that  the 
valves  are  not  tight  and  should  be  taken  out  and  the  pump 
cleaned.  It  may  be  found  that  the  valve  spring  is  broken 
or  the  valve  or  valve  seat  do  not  fit  perfectly.  If  the  spring 
is  broken  a  new  one  must  be  put  in  of  the  same  size  and 
strength.  If  the  valves  are  worn  and  do  not  fit  tight  so 
the  gasoline  will  not  pass  except  at  the  proper  time,  the 
valve  and  valve  seat  should  be  cleaned  and  smoothed  so 
they  will  fit. 

The  amount  of  gasoline  delivered  by  the  pump  to  engine 
can  be  increased  or  diminished  by  increasing  or  diminishing 
the  stroke  of  the  pump  plunger.  The  stroke  can  be 
shortened  by  turning  in  the  nut  at  end  of  shaft  lying  just 
below  and  parallel  with  the  pump  or  increased  by  with- 
drawing the  nut. 

If  the  gasoline  tank  gets  so  empty  as  air  would  get  in 
the  pipe  and  prevent  the  flow  of  gasoline  to  pump,  it 
will  be  necessary  to  occasionally  put  new  packing  in  the 
pump. 

The  tank  can  be  set  100  feet  away  from  the  engine  if 
desired,  using  a  small  iron  pipe  to  convey  the  gasoline  to 
pump  at  engine.  It  is  necessary  that  the  bottom  of  the 
gasoline  tank  be  as  high  as  the  pump  on  engine  to  insure  a 
flow  of  gasoline  to  the  pump.  The  gasoline  must  be  kept 
clean,  also  the  pipe  leading  to  the  engine. 

The  tank  may  be  of  wood,  galvanized  iron  or  boiler  iron. 
For  a  two-horse  power  engine  a  5o-gallon  tank  would  ^~  a 
suitable  size ;  a  lo-horse  power,  500  gallons. 


New  Catechism  of  the  Steam  Engine,      joj 


THE  Foos  GAS  AND  GASOLINE  ENGINE. 

In  setting  up  the  engine,  bolt  the  engine  firmly  to  the 
foundation.  See  that  the  fly-wheels  are  keyed  tightly  to 
crank-shaft.  Then  run  the  exhaust  pipe  into  a  clean 
chimney  flue  through  the  roof  or  out  through  side  of 
building,  as  may  be  most  convenient.  Then  run  an  inlet 
water  pipe  from  water  connection  at  top  of  cylinder  to 
water  tank,  as  shown  in  cut.  A  drain  cock  should  b< 
placed  on  inlet  water  pipe  near  its  connection  with  tlu 
cylinder  to  draw  off  the  water  from  the  cylinder  in  freezing 
weather.  If  the  water  is  left  in,  it  would  freeze  and  burst 
the  cylinder. 

A  stop  cock  should  also  be  placed  on  same  pipe  near  the 
water  tank  to  shut  off  the  water.  As  soon  as  the  cylinder 
becomes  slightly  heated  the  water  will  commence  passing 
from  the  tank  to  cylinder  and  from  the  cylinder  back  to 
the  tank. 

The  consumption  of  gasoline  is  regulated  by  the  governor 
in  proportion  to  the  work  done  by  the  engine.  On  an 
average,  the  quantity  of  gasoline  consumed  for  ten  hours, 
should  not  exceed  one  gallon  for  each  rated  horse-power  of 
any  given  size  engine. 

NOTE. — There  is  a  peculiar  field  of  usefulness  for  gasoline  motors 
connected  with  dynamos  for  isolated  lighting  in  situations  where  a 
steam  engine,  for  one  reason  or  another,  is  not  desirable.  Recent  im- 
provements have  brought  these  motors  to  a  very  high  state  of  effi- 
ciency, and  reduced  to  a  considerable  extent  the  dangers  that  formerly 
accompanied  their  use.  They  are  now  constructed  so  that  they  can  be 
readily  adapted  for  direct  connection  to  dynamos  of  moderate  speeds, 
and  their  regulation  has  been  improved  until  it  is  comparable  to  that 
of  second-class  steam  engines. 


New  Catechism  of  the  Steam  Engine. 


GOULD   PUflP   AND   GAS   ENGINE, 


Fig.  214.    GOULD  PUMP  AND  GAS  ENGINE. 

In  Fig.  214  is  shown  a  device,  introduced  by  the  Gould 
Mfg.  Co.,  of  Seneca  Falls,  N.  Y.,  in  which  a  gas  engine  is 
used  to  operate  one  of  their  triple  power  pumps. 

Any  type  of  gas  engine  can  be  used  by  the  manufacturers 
for  this  combination,  which  is  very  serviceable,  for  railroad 
tank  pumps  and  other  isolated  stations ;  the  arrangement 
generally  used  is  shown  by  the  illustration.  The  friction 
clutch  may  be  dispensed  with  for  the  smaller  pumps,  in 
which  case  the  pinion  is  mounted  on  the  crank-shaft. 

This  device  emphasizes  the  idea  that  the  gas  engine  finds 
a  most  appropriate  use  as  an  auxiliary  to  the  steam  engine 
in  odd  places  where  a  minimum  amount  of  power  is  needed 
temporarily  or  otherwise — and  for  an  enlargement  or  use  in 
convenient  places. 


New  Catechism  of  the  Steam  Engine.      305 

NEW  ERA  GAS  AND  GASOLINE 
ENGINES. 

These  engines  are  constructed  at  Dayton,  Ohio,  by  the 
New  Era  Iron  Works  Company.  Fig.  215  shows  the  New 
Era  Gasoline  Engine.  The  New  Era  engine  is  built  to 
use  both  gas  and  gasoline  ;  in  fact,  to  change  from  one  to 
the  other  without  stopping  the  engine,  and  to  start  the 
engine  with  either. 


Fig.  215.    THE;  NEW  ERA  GAS  ENGINE. 


jo 6      New  Catechism  of  the  Steam  Engine. 

THE  NEW  ERA  GAS  ENGINE. 

Four-cycle  engines  may  be  divided  into  two  classes, 
namely,  self-scavenging  and  non-self-scavenging.  A  self- 
scavenging  engine  is  one  whose  governor  operates  on  the 
inlet  fuel  valve.  Under  less  than  full  load,  and  when  a 
speed  is  attained  higher  than  that  for  which  the  governor 
is  set,  the  inlet  fuel  valve  remains  closed,  and  instead  of  a 
mixed  charge  of  gas  and  air,  only  one  of  pure  air  is  sucked 
into  the  engine  by  the  action  of  the  piston  and  this  is  in 
due  time  emitted  through  the  exhaust  valve.  This  process 
serves  not  only  to  clear  the  cylinder  of  any  burnt  gas  left 
from  the  last  explosion,  but  tends  to  cool  the  valve  and 
cylinder.  The  pure  air  will  be  compressed  on  the  suc- 
ceeding stroke,  but  the  reaction  of  this  compressed  air  on  the 
piston  will  be  within  a  very  small  fraction  of  the  power  con- 
sumed  in  compressing  it.  The  engine  is  built  on  this  plan. 

In  the  non-scavenging  engine  the  governor,  instead  of 
acting  on  the  fuel  valve,  operates  on  mechanism  which 
holds  the  exhaust  valve  open,  thus  preventing  suction 
taking  place  through  the  inlet  valve,  but,  by  reason  of  its 
greater  area,  allows  the  suction  to  take  place  through  the 
exhaust  valve. 

Gasoline  must  be  the  fuel  for  gas  engines  in  a  multitude 
of  places.  It  is  not  dangerous  unless  used  jn  the  gravity 
Or  carburetor  system. 

In  the  New  Era  system  the  gasoline  is  all  in  a  tank 
under  ground,  from  which  it  is  pumped  to  the  engine,  and 
sprayed  by  an  injector,  a  few  drops  at  a  time,  into  an  air 
chamber,  where  it  is  converted  into  gas,  passed  into  the 
cylinder  of  the  engine,  compressed  and  exploded.  A  tank 
is  buried  at  a  distance  from  the  building,  from  which  the 
gasoline  is  pumped  by  the  engine,  the  surplus,  if  any,  being 
returned  to  the  tank.  The  gasoline  in  the  tank  is  kept  in 
circulation  by  the  pumping  process,  so  there  is  no  sediment. 
Cold  and  changes  of  temperature  or  air  do  not  affect  this 
system  materially.  Fig.  216  shows  the  gasoline  pump. 


New  Catechism  of  the  Steam  Engine,      jo? 


Fig.  216. 

GASOUNE 

PUMP. 


THE  NEW  ERA  GAS  ENGINE. 

The  governor,  Fig.  218,  is  of  the  familiar  ball 
type,  driven  from  the  lateral  shaft  by  bevel 
gears.  It  is  set  to  control  any  desired  speed, 
and  simply  makes  the  engine  take  gas  often 
enough  to  keep  up  this  speed  and  resultant 
power.  By  an  arrangement  peculiar  to  this 
engine,  the  gas  valve  cannot 
remain  open  when  the  engine 
is  at  rest. 

The  auxiliary  exhaust  is  a  valveless 
port  in  the  side  of  the  cylinder,  so 
placed  that  it  is  automatically  uncov- 
ered by  the  piston  at  the  end  of  its 
outward  stroke,  allowing  the  burnt  gas 
to  escape  to  the  exhaust  vessel  or 
pipe. 

The  only  duty  left  for  the  regular 
exhaust  valve  to  perform,  therefore,  is 
to  allow  the  escape  of  what  is  left  in  the 
cylinder. 

The  engine  is  started  by  turning  the 
fly  wheels  once  or  twice.  A  small 
quantity  of  gas  or  gasoline  is  first 
turned  on,  which  is  changed  to  the 
proper  amount  after  the  engine  is  up 
to  speed.  To  make  the  engine  easy 
to  start,  there  are  appliances  to  lessen 
the  compression,  and  fire  late.  A  self- 
starter  is  furnished  with  the  larger 
sizes. 

To  stop  the  engine,  simply  shut  off 
the  gas  or  gasoline.     No  other  atten- 
Fig.  218.  tion  is  necessary  but  to  look  after  the 

GOVERNOR  FOR  NEW  °ilers,  and  keep  the  engine  clean  and 
ERA  GAS  ENGINE.      in  proper  condition. 


Fig.  217. 

SPIRAL  GEAR  TO 
DRIVE   LATERAI, 

SHAFT. 


308      New  Catechism  of  the  Steam  Engine. 


THE  SIMPLEX  NAPHTHA  ENGINE. 

The  engine  is  built  on  the  plan 
of  a  lateral  shaft  rotated  by  a 
spiral  gear  on  the  crank-shaft, 
which  in  turn  drives  the  governor 
by  bevel  gears,  and  operates  direct- 
ly on  the  valves  by  means  of  cams. 

The  valves  are  set  so  that  they 
can  be  taken  out,  or  ground  in,  by 
merely  removing  the  nut  that 
holds  them  in,  without  disturbing 
any  other  part.  This  must  be 
done  occasionally,  hence  this  handy 
construction. 

Fig.  219  shows  the  igniting  de- 
vice and  valve  gear  for  operating 
the  inlet  and  outlet  of  the  gases  to 
the  cylinder. 


Fig.  219. 

IGNITING  DEVICE  SHOW- 
ING VAI/VE  GEAR. 


THE  SIMPLEX  NAPHTHA  ENGINE. 

These  engines  are  built  for  boat  and  other  uses,  by 
Messrs.  Chas.  P.  Willard  &  Co.,  Chicago,  111. 

The  Simplex  Naphtha  engine  differs  from  most  other 
vapor  engines  in  not  depending  upon  atmospheric  evapora- 
tion for  its  supply  of  gas.  Attached  to  the  engine  is  a 
generator,  which  is  heated  by  the  exhaust  pipe  from  the 
cylinder,  thus  producing  a  uniform  gas  independent  of  at- 
mospheric temperature  or  humidity. 

In  starting  the  engine  no  fire  is  used  to  heat  the  genera- 
tor, it  being  provided  with  an  improved  vaporizing  arrange- 
ment, which  furnishes  the  engine  with  the  vapor  necessary 
for  starting  up.  After  running  a  few  minutes,  the  genera- 
tor is  sufficiently  heated  to  produce  a  generated  gas  to  take 
the  place  of  the  vaporized  gas. 


New  Catechism  of  the  Steam  Engine, 


THE  SIMPLEX  NAPHTHA  ENGINE. 

In  the  Simplex  engine  the  gases  are  admitted  to  the 
cylinder  through  an  ordinary  throttle  valve,  and  by  means 
of  this  the  speed  can  be  varied  at  will. 


Fig.  220.    THE  SIMPWSX  NAPHTHA  ENGINE. 

When  running  at  a  low  speed,  it  is  of  course  necessary 
to  fire  a  smaller  charge  of  gas  under  lower  compression 
than  when  running  at  maximum  speed.  With  the  aid  of 
an  improved  electric  igniting  device,  which  is  a  combina- 
tion circuit  opener,  closer,  and  sparker,  and  is  so  con- 


Jio      New  Catechism  of  the  Steam  Engine. 

THE  HORNSBY-AKROYD  OIL  ENGINE. 

structed  as  to  permit  the  spark  to  be  fired  at  any  desirable 
point  of  the  stroke,  and  .owing  to  the  uniform  quality  of 
the  gas,  we  are  able  to  successfully  fire  a  very  small  charge 
under  low  compression. 

The  engine  can  be  run  in  either  direction,  and  in  skillful 
hands  can  be  reversed  without  stopping  by  means  of  the 
electric  switch  (which  may  be  located  up  forward  in  the 
boat  near  the  wheelsman).  This  is  accomplished  by  means 
of  the  electric  switch  being  cut  out,  causing  the  engine  to 
immediately  slow  down  and  when  within  a  few  turns  of 
stopping,  the  switch  is  thrown  in  and  the  charge  fired  just 
before  the  piston  has  reached  the  point  of  highest  com- 
pression, or  before  the  end  of  stroke  is  reached,  thus  forc- 
ing the  piston  back  in  the  opposite  direction  to  that  in 
which  it  has  been  running. 

The  electric  battery  with  which  the  Simplex  engine  is 
furnished  is  a  sealed  battery,  simple  and  durable,  furnish- 
ing a  strong  spark  at  the  rate  of  500  per  minute  for  two 
weeks  on  one  charge. 


THE  HORNSBY=AKROYD  OIL  ENGINE. 

These  engines  are  made  by  the  De  La  Vergne  Refriger- 
ating Machine  Co.,  New  York  City. 

Fig.  223  represents  the  Hornsby-Akroyd  stationary  oil 
engine.  Fig.  221  exhibits  the  engine  arranged  with  trac- 
tion wheels  as  a  self-propeller. 

The  mode  of  operation  of  the  Hornsby-Akroyd  oil  en- 
gine is  as  follows :  Air  is  drawn  into  the  cylinder  and  oil  is 

The  power  plant  of  the  Pantin  flour  mill  in  France,  comprises  a 
single-cylinder  Simplex  gas  engine,  rated  at  nothing  less  than  320  indi- 
cated H.  P.  The  brake  H.  P.  is  250.  The  engine  is  worked  by  pro- 
ducer gas.  The  Pantin  mills  engine  has  a  34^  inches  cylinder,  with  a 
length  of  stroke  of  a  little  over  39  inches,  and,  as  a  result  of  a  194-hour 
test,  showed  a  consumption  of  1.043  pounds  of  coal  per  brake  H.  P. 
per  hour. 


New  Catechism  of  the  Steam  Engine,      ju 


THE  HORNSBY-AKROYD  OIL  ENGINE. 

pumped  into  a  vaporizer  communicating  with  the  same  by 
a  narrow  neck.  When  the  piston  returns  it  forces  the  air 
under  pressure  into  the  vaporizer  where  it  combines  with 
the  hot  oil  vapor  and  in  consequence  of  the  resulting  in- 
crease of  pressure  the  piston  is  forced  out ;  the  governor 
controls  the  supply  of  oil,  so  that  only  just  sufficient  oil  is 
thrown  into  the  vaporiser  to  do  the  work  required  and  the 
work  may  be  thrown  on  and  off  or  varied  to  any  extent 
within  the  range  of  power  of  the  engine. 


Fig.  221.    THE  HORNSBY-AKROYD  TRACTION  On,  ENGINE. 

The  portable  type,  Fig.  222,  is  mounted  on  a  channel 
iron  frame  having  a  wrought  iron  box  or  tank  suspended 
underneath  it.  Instead  of  the  usual  arrangement  of  hav- 
ing a  large  tank  full  of  water  for  cooling  the  cylinder,  only 
a  small  quantity  is  used,  which  is  pumped  through  the 
cylinder  jacket  and  then  allowed  to  run  down  to  a  series 
of  trays  placed  inside  the  box  or  tank. 


New  Catechism  of  the  Steam  Engine. 


THE  HORNSBY-AKROYD  PORTABLE  Oil,  ENGINE 


Fig.  223.    THE  HORNSBY-AKROYD  STATIONARY  Oil,  ENGINE. 


New  Catechism  of  the  Steam  Engine. 


THE  WESTINGHOUSE  GAS  ENGINE. 

These  are  built  at  Pittsburgh,  Pa.,  by  the  Westinghouse 
Machine  Co.,  in  sizes  ranging  from  5  to  500  horse-power. 

In  its  general  design  this  engine  embodies  the  features 
characteristic  of  the  steam  engine  constructed  by  the  same 
firm ;  the  upright  self-contained  construction  and  the  self- 
lubricating  principle  being  particularly  apparent. 

The  cylinders  are  two  in  number  on  the  smaller  sizes 
and  three  on  the  larger  sizes ;  the  pistons  are  of  the  trunk 
pattern,  made  very  long  in  order  to  serve  the  purpose  of  a 
cross-head,  without  causing  perceptible  wear  on  the  cylin- 
der walls ;  the  piston  is  packed  with  cast-iron  spring  rings, 
and  is  provided  with  a  case-hardened  steel  wrist  pin,  with 
which  the  upper  end  of  the  connecting  rod  engages. 

The  connecting  rod  ends  are  fitted  with  adjustable 
bronze  boxes  lined  with  babbitt  metal. 

The  bearings  are  adjustable,  the  lower  halves  being  set 
up  by  wedges  operated  by  screws.  As  the  wear  on  the 
bearings  is  always  downward,  the  upper  halves  preserve 
their  original  position.  In  taking  up  the  wear,  the  wedges 
are  drawn  across  until  the  shaft  is  brought  up  against  the 
upper  halves  of  the  bearings. 

The  lubrication  of  the  main  bearings  is  taken  care  of  by 
sight  feed  oil  cups,  supplied  with  the  regular  Westinghouse 
crank  case  oil.  The  crank  case  is  filled  with  water  up  to 
the  division  in  the  crank  pin  brasses,  when  the  engine  is  on 
its  bottom  center,  and  a  layer  of  crank  case  oil  about  one- 
half  inch  thick  is  added  on  top  of  the  water.  The  motion 
of  the  cranks  beats  the  oil  and  water  into  an  emulsion, 
which  is  thrown  over  the  internal  working  parts,  lubricat- 
ing them  copiously  and  thoroughly.  When  the  engine  is 
once  started,  there  is  enough  surplus  oil  from  the  main 
bearings  passing  into  the  crank  case  to  keep  up  the  supply. 
A  gauge  glass  on  the  back  of  the  crank  case  always  indi- 
cates the  proper  height  of  the  oil  and  water. 


314      New  Catechism  of  the  Steam  Engine. 


b/5 
£ 


New  Catechism  of  the  Steam  Engine.      31 5 

THE  WESTINGHOUSE  GAS  ENGINE. 

The  operation  of  the  engine  is  as  follows : 

On  the  first  outward  stroke  the  piston  draws  in  a  charge 
of  the  explosive  mixture,  (air  and  gas),  which  it  compresses 
on  the  return  stroke.  As  the  crank  passes  the  center,  the 
charge  is  ignited  and  expansion  takes  place  on  the  next 
forward  or  working  stroke.  During  the  succeeding  return 
stroke  the  burnt  gases  are  expelled,  leaving  the  cylinder 
ready  to  repeat  in  regular  order  the  same  series  of  opera- 
tions. The  single  acting  piston  receives  in  consequence 
only  one  impulse  for  each  four  strokes,  or  each  two  revolu- 
tions of  the  crank. 

By  the  use  of  two  cylinders  alternating  the  working 
strokes  of  the  pistons,  the  engine  receives  an  impulse  at 
every  revolution.  A  sensitive  governor  regulates  the 
amount  of  the  explosive  mixture  admitted  for  each  charge, 
in  proportion  to  the  load  on  the  engine,  giving  an  impulse 
at  every  revolution  whether  running  fully  loaded  or  en- 
tirely light. 

The  ignition  of  the  explosive  mixture  is  accomplished 
by  the  electric  spark.  The  igniters  are  simple  in  construc- 
tion and  exceedingly  durable.  They  are  mounted  in  small 
castings,  easily  removed  and  replaced.  In  sizes  from  15 
H.  P.  up,  there  are  double  igniters  in  each  cylinder.  One 
igniter  only  in  each  cylinder  is  in  operation  at  any  one 
time,  the  other  being  held  in  reserve.  In  case  of  accident 
to  the  igniter  in  service,  the  battery  wire  can  be  instantly 
shifted  to  the  binding  post  of  the  reserve  igniter  and  the 
engine  kept  in  service  until  it  can  conveniently  be  shut 
down  for  examination. 

Small  gas  engines  are  easily  set  in  operation  by  giving 
the  fly-wheel  several  turns  by  hand  until  a  charge  of  gas 
and  air  has  been  drawn  in,  compressed  and  exploded.  In 
the  larger  sizes  this  method  is  too  laborious,  requiring  the 
combined  efforts  of  several  men,  besides  being  attended 
with  more  or  less  danger  from  the  sudden  starting  when 
explosion  takes  place. 


New  Catechism  of  the  Steam  Engine. 


THE  WESTINGHOUSE  GAS  ENGINE. 

With  the  engines  which  are  too  large  to  be  readily 
started  by  hand  is  furnished  a  simple  and  effective  air  com- 
pressor and  an  air  storage  tank  of  ample  capacity.  The 
air  compressor  can  be  operated  by  hand  to  charge  the  tank 
for  the  first  time,  after  which  it  is  run  by  a  belt  from  any 
convenient  pulley  either  on  the  engine  itself  or  on  the 
shafting.  By  running  the  compressor  a  few  minutes  every 
day  the  tank  is  kept  fully  charged  and  ready  for  starting 
the  engine  at  any  time. 

A  pipe  leads  from  the  air  tank  to  one  cylinder  of  the 
engine,  in  which  pipe  is  a  valve  arranged  to  be  opened  and 
closed  at  each  revolution  of  the  engine,  by  means  of  a  cam 
on  the  end  of  the  shaft  which  operates  the  exhaust  valves, 
the  opening  occurring  just  as  the  crank  is  passing  its  upper 
center.  A  single  motion  of  a  lever  on  the  crank  case  sets 
the  exhaust  valve  on  this  cylinder  so  that  it  opens  on  every 
return  stroke  of  the  piston,  instead  of  every  other  stroke, 
as  when  the  engine  is  in  normal  operation. 

A  turn  of  a  screw  throws  the  admission  valve  on  the 
same  cylinder  out  of  operation.  It  will  readily  be  seen 
that  one  cylinder  of  the  engine  is  now  converted  into  a 
compressed  air  motor,  without  disturbing  the  functions  of 
the  other  cylinder  or  cylinders.  The  engine  being  set  with 
the  crank  a  little  past  its  upper  center,  the  air  and  gas  inlet 
valves  properly  adjusted,  and  the  stop  valve  on  the  air 
tank  opened,  it  starts  up  and  continues  to  run  on  the  air 
pressure  until  explosion  takes  place  in  the  other  cylinder. 
The  stop  valve  is  then  closed,  the  inlet  and  exhaust  valves 
set  again  to  work  in  the  regular  manner,  and  the  engine  is 
in  full  operation.  The  air  admission  valve  can  be  disen- 
gaged from  its  cam  when  not  in  use. 

Three  or  four  revolutions  with  the  air  pressure  are  gen- 
erally sufficient. 

These  engines  are  built  to  run  on  gas  of  any  kind  or 
quality,  or  on  gasoline,  as  may  be  desired. 


New  Catechism  of  the  Steam  Engine, 


THE   BACKUS  QAS  ENGINE. 

This  engine  is  made  at  Newark,  N.  J.,  by  the  Backus 
Water  Motor  Co.  Fig.  225  shows  the  horizontal  and  Fig. 
226  the  vertical  engine. 


318      New  Catechism  of  the  Steam  Engine. 


Fig.  226.    UPRIGHT  BACKUS  GAS 


New  Catechism  of  the  Steam  Engine. 


THE    DE    LAHATER-ERICSSON    HOT-AIR 
PUflPING    ENGINE. 


Fig.  227. 

The  De  Lamater-Ericsson  Hot-Air  Pumping  Engine  is  a 
single-cylinder  engine  in  which  are  two  pistons,  one  called 
the  main  or  air  piston,  which  receives  and  transmits  the 
power,  and  the  other  called  the  transfer  piston,  the  office 
of  which  is  to  transfer  the  air  contained  in  the  machine 
alternately  and  at  the  proper  time  from  one  end  of  the 
cylinder  to  the  other. 

The  cylinder  is  provided  at  its  upper  end  with  a  water 
jacket,  through  which  all  the  water  passes  on  its  way  from 
the  well  to  the  tank.  This  keeps  the  upper  end  of  the 
cylinder  cool,  while  the  lower  end  is  exposed  to  the  fire 
and  becomes  as  hot  as  it  is  practicable  to  make  it.  By  the 
peculiar  arrangement  of  connections  between  the  air  and 
transfer  pistons  the  proper  relative  motions  between  these 
pistons  are  obtained. 


J2O      New  Catechism  of  the  Steam  Engine. 


DB  LAMATER-ERICSSON  HOT  AIR  ENGINE. 


Pig.  228.   THE  DB  LAMATER-ERICSSON  HOT  AIR  ENGINK. 


New  Catechism  of  the  Steam  Engine.      321 


DE  LAMATER-ERICSSON  HOT  AIR  ENGINE. 

The  operation  is  as  follows  :  After  the  lower  end  of  the 
cylinder  has  been  sufficiently  heated — which  usually  takes 
only  a  very  few  minutes — the  engine  must  be  started  by 
hand  by  giving  it  one  or  two  revolutions.  The  air  con- 
tained in  the  machine  is  first  compressed  in  the  cold  part 
of  the  cylinder ;  it  is  then  transferred  to  the  lower  end, 
where  it  is  instantly  heated  and  expanded,  thus  furnishing 
the  power. 

This  engine,  like  all  other  hot-air  engines,  is  only  single- 
acting.  The  momentum  of  the  flywheel  continues  the 
revolution  until  it  receives  an  additional  impulse  by  the 
repetition  of  the  above-mentioned  conditions,  which  occur 
once  in  every  revolution.  The  same  air  is  used  continuously, 
and  is  cooled,  compressed,  heated  and  expanded  in  the 
regular  order  and  without  noise. 

Fig.  228  represents  an  enlarged  sectional  view  of  the 
engine,  with  the  following  "  List  of  Parts,"  with  numbers 
to  correspond  with  those  on  the  engraving : 


1.  Cylinder. 

2.  Air  Piston. 

3.  Transfer  Piston. 

4.  Heater. 

5.  Telescope. 

6.  Furnace. 

7.  Gas  Burners. 

8.  Air  Chamber. 

9.  Main  Beam. 

10.  Beam  Centre 

Bearing. 

1 1 .  Connecting  Rod . 

12.  Bell-Crank  Link. 


13.  Bell  Crank. 

14.  Bell-Crank 

Bracket 

15.  Bed  Plate. 

16.  Flywheel. 

17.  Air-Piston  Links. 

18.  Pump  Link. 

19.  Pump  Chamber. 

20.  Pump  Gland. 

21.  Foot  Valve. 

22.  Discharge  Valve. 

23.  Vacuum  Chamber. 

24.  Suction  Pipe. 


25.  Stanchion. 

26.  Foot-Valve 

Chamber. 

27.  Legs. 

28.  Gas  Cock. 

29.  Crank-Shaft 

Bracket. 

30.  Crank. 

31.  Crank  Pin. 

32.  Heater  Bolts. 

33.  Transfer  Piston-Rod 

Crossheado 


$22      New  Catechism  of  the  Steam  Engine. 


THE  DE  LAMATER-RYDER  HOT-AIR 
ENGINE. 

Fig.  229  represents  the  De  Lamater-Ryder,  and  the 
same  engine  is  shown  in  enlarged  sectional  view  in  Fig.  230. 
The  description  and  operation  of  the  device  is  .as  follows : 
The  compression  piston,  A,  extends  downwards  to  the 
base  of  the  engine,  closely  fitting  the  compression  cylinder, 
B9  which  also  extends  downwards,  nearly  to  the  bottom  of 
the  cooler,  K.  The  lower  part  of  the  compression  cylinder, 

By  is  sufficiently  smaller  than 
the  inside  shell  of  the  cooler,  K, 
to  form  a  thin  annular  passage 
for  the  air,  which  becomes 
thoroughly  cooled  on  its  way 
to  the  bottom,  and  through 
which  passage  it  flows  on  its  way 
back  to  the  heater. 

The  power  piston,  C,  likewise 
extends  downwards  into  the 
heater,  E,  which  in  shape  re- 
sembles the  bottom  of  a  cham- 
pagne bottle  — that  is,  rising  in 
the  center,  and  presenting  to 
the  action  of  the  fire  a  narrow 
annulus  all  around  the  bottom. 

Within  this  heater  is  the  telescope,  which  is  a  thin  iron 
cylinder,  about  one-fourth  of  an  inch  less  in  diameter  than 
the  interior  of  the  heater.  It  is  fitted  to  the  interior  of  the 
power  cylinder,  F,  and  extends  nearly  to  the  bottom  of  the 
heater.  Its  office  is  to  cause  the  air  which  flows  from  the 
compression  cylinder  to  be  presented  in  a  thin  sheet  all 
around  the  interior  surface  of  the  heater,  and  particularly 
at  the  lower  and  hotter  portion.  By  this  means  the  air  is 
thoroughly  and  rapidly  heated.  The  same  air  is  used  con- 
tinuously, as  there  is  neither  influx  nor  escape,  the  air  being 
merely  shifted  from  one  cylinder  to  another. 


Fig.  229. 


New  Catechism  of  the  Steam  Engine. 
DE  LAMATER.RYDER  HOT  AIR  ENGINB. 


Fig.  230.    DE  LAMATBR-RYDER  HOT  AIR  ENGINB. 


324      New  Catechism  of  the  Steam  Engine. 

DE  LAMATER.RYDER  HOT  AIR  ENGINE. 

Between  the  compression  and  power  cylinders  is  situated 
the  regenerator,  D,  the  economical  value  of  which  cannot 
be  overrated.  It  is  so  placed  between  the  cylinders  as  to 
be  traversed  by  the  air  in  its  passage  each  way  between 
the  hot  and  cold  cylinders.  Thus,  the  heat  is  alternately 
abstracted  from  and  returned  to  the  air  in  its  passage  back- 
wards and  forwards,  imparting  great  economy  and  steadi- 
ness of  power  to  the  engine. 

O  is  a  simple  check  valve  which  supplies  any  slight 
leakage  of  air  which  may  occur.  It  is  placed  at  the  back 
of  the  engine,  but  is  necessarily  shown  (in  the  sectional  cut) 
on  the  side. 

The  other  portions  of  the  engine  are  readily  understood 
on  inspection  of  the  cut. 

The  operation  of  the  engine  is  briefly  as  follows : 

The  compression  piston,  A,  first  compresses  the  cold  air 
in  the  lower  part  of  the  compression  cylinder,  B,  when  by 
the  advancing  or  upward  motion  of  the  power  piston,  C, 
and  the  completion  of  the  down  stroke  of  the  compression 
piston,  Ay  the  air  is  transferred  from  the  compression 
cylinder,  B^  through  the  regenerator,  D,  and  into  the 
heater,  E,  without  appreciable  change  of  volume.  The 
result  is  a  great  increase  of  pressure,  corresponding  to  the 
increase  of  temperature,  and  this  impels  the  power  piston 
up  to  the  end  of  its  stroke.  The  pressure  still  remaining 
in  the  power  cylinder  and  reacting  on  the  compression 
piston,  Ay  forces  the  latter  upward  till  it  reaches  nearly  to 
the  top  of  its  stroke,  when,  by  the  cooling  of  the  charge  of 
air,  the  pressure  falls  to  its  minimum,  the  power  piston 
descends  and  the  compression  again  begins.  In  the  mean- 
time, the  heated  air,  in  passing  through  the  regenerator, 
has  left  the  greater  portion  of  its  heat  in  the  regenerator 
plates,  to  be  picked  up  and  utilized  on  the  return  of  the 
air  towards  the  heater. 

These  engines  are  built  by  the  De  Lamater  Iron  Works 
(Established  A.  D.  1841),  New  York  City. 


New  Catechism  of  the  Steam  Engine. 


THE  HOISTING  ENGINE. 

The  hoisting  engine  may  be  made  stationary  or  portable, 
according  to  the  work  it  is  called  upon  to  do. 


Fig.  231.    PORTABLE  HOISTING  ENGINE. 


326      New  Catechism  of  the  ~Steam  Engine. 


New  Catechism  of  the  Steam  Engine.      32  J 

HOISTING  ENGINES. 

The  ordinary  portable  hoisting  engine,  which  is  used  for 
hod  hoisting,  pile  driving,  etc.,  generally  consists  of  an 
engine  and  upright  boiler,  combined  on  one  frame.  The 
hoisting  rope  is  wound  upon  a  drum,  which  is  driven  by 
the  engine  shaft  through  friction  cones,  and  can  be  thrown 
"  in  or  out  "  at  will. 

Some  hoisting  engines  have  the  drum  directly  upon  the 
engine  shaft  and  are  provided  with  reversing  gear.  The 
stationary  hoisting  engines  mostly  are  of  the  larger  sizes, 
but  serve  for  the  same  general  duties  as  the  portable  ones. 

On  the  following  pages  are  described  several  of  the 
leading  hoisting  engines,  of  various  sizes  and  styles,  adapta- 
ble for  different  purposes. 

Fig.  231  represents  a  portable  single  cylinder  hoisting 
engine,  built  by  the  Lidgerwood  Mfg.  Co.,  New  York, 
Chicago  and  Boston. 

The  engine  shaft  is  connected  by  means  of  spur  gear  and 
pinion.  The  drum  can  turn  upon  its  shaft ;  it  is  thrown 
into  gear  by  a  small  end  motion  along  the  shaft,  which  is 
effected  by  means  of  a  lever,  screw,  pin,  cross-key  and 
collar ;  the  extreme  power  of  this  arrangement  being  such 
that  a  very  slight  pressure  will  hold  the  drum  in  gear  against 
any  load  the  engine  can  hoist,  while  it  is  released  by  means  of 
a  spiral  spring  interposed  between  the  drum  and  gear 
wheel.  The  sectors  of  wood  forming  the  friction  cone 
being  secured  to  the  spur  wheel  by  bolts  and  nuts,  which 
can  be  adjusted  from  the  outside  of  the  drum,  can  thus 
always  be  kept  tight  without  trouble.  The  end  thrust 
caused  by  applying  the  friction  is  taken  up  by  a  thrust 
bearing  and  screw  collar. 

This  engine  is  the  well-known  and  most  familiar  hod 
hoisting  and  pile  driving  engine. 

In  Fig.  232  is  shown  the  Standard  Double  Cylinder 
Double  Drum  Engine,  without  boiler,  which  is  largely  used 
by  contractors  for  all  classes  of  derrick  work,  and  is  an 
extremely  useful  and  popular  type  of  engine. 


328      New  Catechism  of  the  Steam  Engine. 


HOISTING  ENGINES. 


New  Catechism  of  the  Steam  Engine.      329 

HOISTING  ENGINES. 

The  engines  being  light  can  be  easily  shifted  when 
required,  without  much  trouble.  Having  double-friction 
drums  of  improved  type  they  will  either  handle  one  derrick 
or  two,  as  desired.  In  the  former  case  one  drum  is  used 
for  hoisting  and  the  other  for  raising  the  boom,  and  in  the 
latter,  one  drum  is  used  for  each  derrick  in  the  usual  way. 
Each  drum  is  provided  with  ratchets  and  pawls  of  ample 
strength  to  hold  securely  any  load  the  engines  can  lift. 
Winch  heads  are  attached  to  the  end  of  each  drum  shaft 
and  can  be  used  for  any  hoisting  or  hauling  desired.  Foot 
brakes  are  recommended  strongly  for  these  engines.  They 
are  not  absolutely  necessary  for  the  successful  operation  of 
the  engine,  but  wherever  there  is  much  lowering  to  be 
done  they  are  very  desirable,  as  they  remove  the  wear  from 
the  drum  friction,  which  is  very  much  greater  in  lowering 
than  in  hoisting.  They  are  also  very  convenient  in  every 
way,  and  of  decided  advantage  in  all  general  hoisting  work. 

For  small  suspension  cableways  this  style  of  engine  is 
well  adapted,  and  by  lagging  up  the  drums  a  fair  rate  of 
hoisting  speed  is  attained.  Foot  brakes  are  always  used  in 
this  connection. 

Fig.  233  illustrates  a  double  cylinder  single  friction 
drum  hoisting  engine  with  foot  brake. 

They  are  easier  to  operate  and  are  safer  than  the  single 
cylinder  type.  They  are  very  simple  in  design  and  con- 
struction, and  are  exceedingly  compact — occupying  com- 
paratively little  space.  They  are  a  very  desirable  style  of 
engine  for  use  on  docks  upon  which  a  boiler  cannot  be 
placed,  as,  by  locating  the  boiler  near  the  end  of  the  dock, 
and  leading  the  main  steam  pipe  the  entire  length  of  the 
dock  with  suitable  branch  pipes,  the  engines  can  be  put 
wherever  most  suitable  for  loading  and  unloading  the 
vessels.  Or  by  using  flexible  steam  hose  connections,  the 
engines  can  be  mounted  upon  dock  wheels  and  moved 
about  the  dock ;  thus  they  can  be  concentrated  at  any  point 


jjo      New  Catechism  of  the  Steam  Engine. 


HOISTING  ENGINES. 

to  unload  a  cargo  quickly  or  can  be  distributed  at  different 
points.  In  this  way  a  few  engines  can  be  made  to  cover 
a  large  dock  in  an  efficient  and  economical  manner. 


New  Catechism  of  the  Steam  Engine.     33? 

HOISTING  ENGINES. 

They  are  also  well  adapted  for  use  on  steamers  and  sailing 
vessels,  for  hoisting  cargo,  sails,  anchor,  etc.,  and  also  for 
driving  the  ship's  pumps.  For  this  latter  purpose,  if  rope 
be  used  for  driving,  a  grooved  wheel  is  put  on  the  drum 
shaft  next  to  the  spur  wheel,  and  if  chain  is  used,  then  a 
chain  or  sprocket  wheel  is  substituted. 

For  small  mines  they  are  a  very  efficient  form  of  engine, 
and  many  are  in  use  for  this  purpose.  They  are  small,  and 
therefore  easily  moved  about. 

The  engraving,  Fig.  234,  represents  a  Double  Drum  Re- 
versible Link  Motion  Hoisting  Engine,  which  is  especially 
adapted  for  double  compartment  shafts  or  double  track 
inclines  where  the  hoists  are  made  automatically,  the  loaded 
cage  or  cars  ascending  while  the  empty  cage  or  cars  are 
descending. 

The  drums  are  made  on  substantial  cast  iron  centre  and 
side  flanges  with  hard  wood  lags,  the  gear  being  in  the 
centre  between  the  drums,  the  whole  being  keyed  to  the 
shaft.  On  the  outer  end  of  each  drum  are  powerful  band 
brakes  which  are  connected  by  a  cross  shaft  and  arranged 
so  that  they  are  applied  simultaneously  by  a  foot  lever. 
This  lever  works  in  a  yoke  with  serrated  teeth  on  one  side 
so  that  the  brakes  may  be  applied  and  the  cages  held 
suspended  at  any  point. 

Hoisting  systems  may  be  divided  into  first  motion  and 
second  motion  systems. 

The  first  motion  consists  of  two  engines  with  cranks  at 
right  angles  to  each  other,  attached  to  the  drum  shaft 
direct.  They  are  provided  with  the  Stephenson  reversing 
link  motion  or  other  approved  reversing  valve  gear, 
operated  by  power  or  hand.  The  drum  is  controlled  by  a 
strap  brake  sufficiently  powerful  to  hold  it  when  loaded  in 
any  position,  the  lever  for  operating  it  is  in  a  frame  which 
carries  the  reversing  laver,  this  frame  being  near  the  throttle 
valve  lever. 


JJ2      New  Catechism  of  the  Steam  Engine. 


HOISTING  ENGINES. 


New  Catechism  of  the  Steam  Engine* 


HOISTING  ENGINES. 

The  drum  may  be  double,  or  single,  conical,  or  straight. 
The  double  drum  economizes  time,  as  one  hoists  while  the 
other  is  descending.  The  conical  drum  is  to  be  preferred 
for  deep  pits. 

When  the  engine  shaft  carries  a  pinion  which  works  into 
a  spur  gear  on  the  drum  shaft,  the  arrangement  constitutes 
the  second  motion  system,  and  the  engines  may  or  may 
not  be  provided  with  a  reversing  valve  gear.  If  the  revers- 
ing gear  is  omitted,  the  hoisting  cage  is  lowered  by  means 
of  a  friction  brake,  and  elevated  through  the  intervention 
of  a  friction  clutch.  It  can  be  worked  with  a  single  engine 
as  it  runs  constantly.  Automatic  cut-off  engines,  high 
pressure,  condensing,  simple,  or  compound  can  be  used  as 
well  as  a  slide-valve  engine. 

Figs.  231,  232,  233  and  234  are  second  motion  hoisting 
engines,  while  Figs.  235  and  236  belong  to  the  first  motion 
system.  In  Fig.  236  is  illustrated  a  Dickson  First  Motion 
Hoisting  Engine,  with  double  conical  drum  and  Stevenson 
reversing  gear. 

The  engine  illustrated  in  Fig.  235  belongs  to  the  first 
motion  hoisting  engines,  and  was  built  by  the  E.  P.  Allis 
Co.,  of  Milwaukee,  Wis.  Both  cylinders  have  Corliss 
valves,  with  Reynold's  automatic  cut-off.  The  gear  is  so 
attached  that  the  cut-offs  are  inoperative  when  the  engines 
are  starting  a  load,  or  moving  slowly,  but  they  can  be 
instantly  applied  at  any  time  by  the  operator,  and  by  their 
use  perform  a  given  amount  of  work  with  an  appreciable 
saving  in  steam.  The  engines  are  equipped  with  steam 
reversing  gear  and  steam  operated  brakes.  All  levers  for 
handling  the  engines  are  located  on  a  raised  platform. 
Suitable  miniatures  are  provided  which  show  the  location 
of  the  cages  .in  the  mine  shaft.  The  cylinders  of  this 
engine  are  42  inches  diameter  and  84  inches  stroke.  The 
drum  is  30  feet  diameter  by  1  1  feet  face.  This  engine  has 
raised  thirty-nine  cars  per  hour  for  six  consecutive  hours 
from  a  depth  of  3,180  feet  ;  load  per  car,  three  gross  tons. 


New  Catechism  of  the  Steam  Engine. 


HOISTING  ENGINES. 


New  Catechism  of  the  Steam  Engine, 


BLOWING  ENGINES. 

The  blowing  engine  is  almost  identical  with  the  air  com- 
pressor. The  chief  difference  between  them  being  the 
ratio  of  steam  cylinder  to  air  cylinder.  While  the  air  com- 
pressor  furnishes  a  comparatively  small  amount  of  air  at  a 
very  high  pressure,  the  blowing  engine  delivers  a  very  large 
volume  at  a  lower  pressure. 

Blowing  engines  are  mainly  used  in  large  smelting  works 
and  foundries,  to  furnish  the  air  blast  for  cupolas,  air 
furnaces  and  smelting  ovens. 

In  Fig.  237  is  shown  a  blowing  engine  of  very  large  size, 
built  by  the  E.  P.  Allis  Co.,  of  Milwaukee,  Wis.  The 
steam  cylinder  is  42  inches  in  diameter,  the  air  cylinder  84 
inches,  and  the  stroke  60  inches. 

The  valve  gear  is  of  the  Reynolds-Corliss  type.  The 
piston  rod  is  attached  to  a  cross-head  whose  ends  extend 
over  the  sides  of  the  cylinder,  and  after  passing  through 
the  guides,  which  are  formed  by  the  frame,  are  arranged  with 
wrist  pins,  from  which  the  two  connecting  rods  are  sus- 
pended with  their  other  ends  attached  to  the  cranks  as 
shown  in  figure.  The  piston  rods  are  connected  to  the  cross- 
head  at  points  near  the  guides.  There  are  two  air  piston 
rods,  which  are  attached  to  the  same  piston. 

The  crank  shaft  is  located  below  the  steam  cylinder,  as 
indicated  in  the  cut.  The  flywheels,  which  also  form  the 
cranks,  are  attached  to  the  ends  of  the  shaft.  This  con- 
struction represents  the  return  connecting  rod  engine. 

Both  the  air  and  steam  valve  gears  are  driven  from 
eccentrics  on  an  auxiliary  shift,  which  is  driven  by  bevel 
gears  from  the  main  shaft,  see  Fig.  237. 

A  blowing  engine  built  by  Fraser  &  Chalmers,  of 
Chicago,  Illinois,  is  shown  in  Fig.  238.  This  engine  is 
horizontal,  also  operated  by  the  Corliss  valve  gear. 

The  air  valves  are  operated  by  separate  eccentrics  on 
the  shaft,  one  eccentric  operating  the  suction,  the  other  the 
delivery  valves. 


New  Catechism  of  the  Steam  Engine. 


Fig.  237.    AUJS  VERTIOM,  BLOWING  BNGIN*. 


New  Catechism  of  the  Steam  Engine.      337 


BLOWING  ENGINES. 


New  Catechism  of  the  Steam  Engine. 


STEAM  FIRE  ENGINES. 


New  Catechism  of  the  Steam  Engine, 


THE  STEAfl  FIRE  ENGINE, 

The  steam  fire  engine  is  practically  a  portable  pumping 
engine.  It  is  in  all  respects  a  complete  water  works  on  a 
small  scale. 

The  boiler,  which  is  generally  of  the  upright  semi-water 
tube  type,  is  combined  with  the  engine  by  means  of  a 
strong  iron  frame,  which  carries  all  the  appliances  as  well 
as  the  driver's  seat,  and  also  forms  the  body  of  the  truck. 

The  pumps  may  be  of  the  reciprocating  or  rotary  type, 
and  are  generally  placed  in  front  of  the  boiler.  If  of  the 
reciprocating  type,  two  pumps  are  placed  alongside  each 
other,  and  are  operated  by  a  double  engine,  either  slide 
valve  or  piston  valve. 

The  piston  rods  connect  directly  with  the  plunger  rods 
and  are  also  connected  to  a  crank  shaft  by  means  of  either 
connecting  rods  or  yokes,  the  cranks  being  set  at  right 
angles,  so  that  one  pump  is  always  acting,  while  the  other 
passes  the  center,  thus  giving  a  practically  steady  stream. 

The  engine  exhausts  into  the  stack,  which  gives  the 
necessary  draft.  Some  engines  are  equipped  with  a  boiler 
feed  pump,  others  only  depend  upon  an  injector,  or  feed 
directly  from  the  main  pump.  The  coal  box,  which  also 
forms  a  platform  for  the  engineer  to  stand  upon  while 
under  way,  is  placed  back  of  the  boiler. 

All  engines  are  equipped  with  two  suctions  and  two 
discharge  openings,  so  that  either  side  may  be  connected  up. 
The  tool  box  and  driver's  seat  are  in  front  of  the  engine. 
The  frame  rests  upon  springs,  to  make  the  machine  easy 
running  on  rough  roads  or  uneven  pavements. 

In  Figs.  239  and  242  are  shown  some  very  popular  types 
of  fire  engines,  some  details  with  the  necessary  descriptions 
being  also  given.  The  American  fire  engine,  with  recipro- 
cating pump,  is  represented  in  Fig.  239.  This  engine  is 
built  by  the  American  Fire  Engine  Co.,  of  Seneca  Falls, 
N.  Y.,  and  Cincinnati,  Ohio. 


New  Catechism  of  the  Steam  Engine. 


STEAM  FIRE  ENGINES. 


Pig.  240.    THE  AMERICAN  STEAM  FIRE  PUMP. 
(Upright  type,  front  view.) 


New  Catechism  of  the  Steam  Engine. 


STEAM  FIRE  ENGINES. 


241.    THE  AMERICAN  STEAM  FIRE  PUMP. 
(Upright  type,  side  view.) 


New  Catechism  of  the  Steam  Engine. 


STEAM  FIRE  ENGINES. 


New  Catechism  of  the  Steam  Engine. 


STEAM  FIRE  ENGINES. 

As  will  be  seen  in  the  illustration,  it  is  equipped  with  a 
boiler  feed  pump,  which  also  can  be  operated  by  hand,  by 
means  of  a  hand  lever. 

The  pump  used  on  this  type  of  engine  is  shown  in  Figs. 
240  and  241,  Fig.  240  being  the  front  view,  one  side  of  it 
shown  in  section,  exposing  the  interior  parts  for  explana. 
tion,  and  Fig.  241,  representing  the  side  elevation,  also  in 
section. 

The  pumps,  which  are  double  acting,  are  united  in  a 
gun-metal  casting,  which  forms  a  single  body  for  both,  and 
permits  them  to  be  placed  much  closer  as  to  centers  than 
could  otherwise  be  done.  This  method  provides  an  ample 
section-chamber  which  is  common  to  both. 

In  cross  section  the  pump  somewhat  resembles  a  box 
girder.  This  peculiarity  of  the  pump's  combined  form 
furnishes  a  rigid  base  for  the  entire  structure,  simplifies  the 
driving  mechanism  and  enables  it  to  endure  extraordinary 
strains  without  vibration. 

It  will  be  seen  by  reference  to  the  cuts  that  any  of  the 
valves  can  be  easily  and  quickly  examined,  and,  if  neces- 
sary, replaced,  by  simply  removing  the  caps  and  heads. 

The  pump  barrels  are  provided  with  removable  linings, 
which  can  readily  be  replaced  with  new  ones  in  case  the 
same  should  become  worn  after  years  of  service.  These, 
as  well  as  the  valve  seats,  are  made  of  gun  metal,  no  cast 
iron  or  other  material  subject  to  corrosion  by  water  being 
used  in  any  part  of  the  pumps. 

Both  the  suction  and  discharge  valves  are  supplied  with 
patent  improved  valve  springs,  the  tension  of  which  is,  at 
all  times,  the  same  ;  and  being  made  of  phosphor  bronze, 
the  springs  retain  their  elasticity  and  will  not  corrode. 

The  steam  cylinders  used  in  connection  with  this  pump 
are  of  the  ordinary  slide-valve  type,  with  which  most 
mechanics  are  familiar,  and  are  thus  easily  repaired  when 
necessary.  The  cylinders  and  pumps  are  detached  from 


New  Catechism  of  the  Steam  Engine. 


STEAM  FIRE  ENGINES. 


New  Catechism  of  the  Steam  Engine. 


STEAM  FIRE  ENGINES. 

the  boiler,  and  are  separated  therefrom  sufficiently  to 
allow  every  facility  for  getting  at  each  and  every  part. 
All  connections,  both  steam  and  water,  are  made  outside  of 
the  boiler. 


Fig.  244.    STEAM  CYLINDER. 


Fig.  245.    PUMP. 

Another  style  of  engine,  of  the  same  make,  is  the  one 
illustrated  in  Fig.  242,  which  is  equipped  with  a  rotary 
engine  and  pump,  shown  in  Fig.  243,  this  being  a  horizontal 
section  seen  from  the  top. 


New  Catechism  of  the  Steam  Engine. 


STEAM  FIRE  ENGINES. 


New  Catechism  of  the  Steam  Engine.      34? 

STEAM  FIRE  ENGINES. 

The  steam  cylinder,  a  cross  section  of  which  is  shown  in 
Fig.  244,  consists  of  two  rotary  cams  which  work  together 
within  an  elliptical  steam-tight  case.  Live  steam  is  admitted 
to  the  bottom  of  the  case,  and,  pressing  apart  the  long 
teeth,  it  revolves  the  two  cams  in  its  passage,  and  exhausts 
from  the  top  into  the  stack  and  feed-water  heater.  Each 
cam  is  provided  with  teeth  adapted  to  mesh  in  recesses  in 
the  other,  so  that  a  tight  joint  is  maintained  between  them, 
and  steam  is  prevented  from  passing  directly  upward  to 
the  exhaust.  The  cams  have  their  sides  turned  to  fit  the 
heads  of  the  case  and  are  so  adjusted  that,  while  being 
steam-tight,  ample  allowance  is  made  for  contraction  and 
expansion  due  to  cold  and  heat. 

In  the  ends  of  the  long  teeth  of  the  cams  are  placed 
removable  packing  strips,  which  are  forced  out  into  contact 
with  the  walls  of  the  cylinder  by  springs.  These  packing 
strips  can  be  taken  out  in  a  few  minutes  through  openings 
in  the  sides  of  the  case  and  set  out,  it  being  on  the  ends  of 
these  that  the  only  wear  comes. 

The  construction  of  the  pump,  Fig.  245,  is  the  same  as 
the  steam  cylinder,  excepting  that  there  are  three  long 
teeth  in  each  cam,  instead  of  two,  increasing  a  steady  flow 
of  water.  One  shaft  of  the  pump  is  coupled  to  the  corre- 
sponding shaft  of  the  cylinder,  there  being  outside  gears  on 
both  cylinder  and  pump  to  steady  the  motion  of  the  cams 
and  equalize  the  pressure. 

The  water-ways  being  large,  direct,  and  unobstructed, 
anything  liable  to  enter  the  suction  will  pass  through  the 
pump  without  injury  or  interruption  in  its  working ;  and 
there  being  an  entire  absence  of  valves  in  this  pump,  leaves, 
sticks,  sawdust,  mud,  and  other  foreign  substances  can  be 
safely  worked  with  the  machine.  The  motion  of  the  pump 
being  equable,  continuous  a»d  rotary,  no  blows  are  given 
to  the  water,  which  enters  and  leaves  in  one  steady  flow, 
and  there  is,  therefore,  no  irregular  motion  to  the  stream. 


348      New  Catechism  of  the  Steam  Ri^i 


Pig.  247.    I*A  PRANCS  STEAM  FIRS  ENGINE  PUMP. 


New  Catechism  of  the  Steam  Engine. 


STEAM  FIRE  ENGINES. 

nor  uneven  or  pulsating  pressure  in  the  hose.  The  pump 
does  not  require  priming,  and  will  when  started  immediately 
draft  water  up  to  29  feet  vertical  lift  without  the  use  of 
check  valve.  It  will  also  force  water  and  do  good  fire 
duty  through  3,000  feet  of  hose  or  upwards,  without 
danger  of  bursting  the  hose.  The  boiler  feed  pump  is 
driven  from  a  small  gear  on  one  of  the  engine  shafts  shown 
in  Fig.  243. 

Fig.  246  represents  the  La  France  Fire  Engine,  built  by 
the  La  France  Fire  Engine  Co.,  Elmira,  N.  Y. 

The  illustration  represents  a  piston  fire  engine,  the 
pump  with  which  this  engine  is  equipped  being  shown 
in  Fig.  247.  It  also  consists  of  a  double  plain  slide  valve 
engine  operating  a  double  pump. 

The  steam  piston  rod  of  each  side  connected  with  its 
pump  rod,  by  means  of  square  bars,  two  of  which  are  on 
each  side  of  the  crank  shaft.  The  crank  is  operated  by  the 
cross-head  through  a  connecting  rod  ;  the  arrangement  of 
these  parts  can  be  seen  in  Fig.  247.  The  cross-head  guide 
is  entirely  done  away  with,  as  the  stiffness  of  the  con- 
nection between  the  two  piston  rods  takes  the  thrust  of  the 
connecting  rod. 

The  pump  barrel  is  enclosed  by  an  outer  casing.  The 
space  between  barrel  and  casing  is  always  kept  filled  with 
water  which  is  supplied  through  the  suction  pipe. 

When  the  pump  barrel  is  being  filled  with  water  the 
suction  valves  are  lifted  from  their  seats,  which  allows  the 
water  to  pass  into  the  space  between  the  valve-seat  plates 
and  thence  into  the  pump  barrel. 

When  the  pump  barrel  is  being  emptied  the  suction 
valves  are  closed  while  the  discharge  valves  are  open,  which 
allows  the  water  to  pass  into  a  triangular  shaped  space 
between  the  front  plate  and  valve-seat  plates  thence 
upward  to  the  discharge  pipe. 


New  Catechism  of  the  Steam  Engine. 


STEAM  FIRE  ENGINES. 

The  pump  barrel,  outer  casing  and  top  and  bottom  are 
all  cast  in  one  piece. 

The  suction  and  discharge  valves  of  this  pump  being  all 
grouped  together,  it  is  only  necessary  to  remove  the  plates, 
which  can  be  seen  bolted  to  the  front  of  the  pumps,  Fig. 
247,  and  form  part  of  the  outer  casing. 

The  fact  that  these  plates  are  directly  in  front  of  the 
pump,  where  nothing  can  prevent  the  removal  of  the  bolts, 
which  may  be  quickly  unscrewed  by  using  a  T-wrench, 
makes  it  very  easy  to  get  at  and  to  repair  the  valves. 

This  engine  is  also  equipped  with  boiler  feed  pump, 
which  can  be  operated  by  hand  or  power.  The  La  France 
engines  are  also  built  with  rotary  pumps,  which  differ  but 
little  from  the  previous  described  ones. 

Table  of  Dimensions.     Class  A,  La  France  Steam  Fire  Engines. 


FIRST 

SIZE. 

SECOND 
SIZE. 

THIRD 
SIZE. 

FOURTH 
SIZE. 

FIFTH 
SIZE. 

SIXTH 
SIZE. 

Height  over  all, 
Length  over  all, 

9  ft.  2  in. 

(  22  ft. 

(  10  in. 

9  ft.  2  in. 

22ft. 

9  ft. 

21  ft. 

9  ft. 

f  20  ft. 

\  10  in. 

8  ft.  II  in. 

j  20  ft. 

(Sin. 

8  ft.  ii  in. 

j  20  ft. 

1  3  in. 

Width  over  all 

(ordinarily),  . 
Weight  without 
supplies  about 

6ft. 
7,8oolbs. 

6ft. 
7,000  Ibs. 

6ft. 
6,  500  Ibs. 

6ft 
5,  800  Ibs. 

6ft. 
4,  800  Ibs. 

6ft. 
4,  200  Ibs. 

Capacity,  gal- 

lons per  min- 

ute . 

850 

700 

600 

500 

400 

350 

New  Catechism  of  the  Steam  Engine. 


Instructions  for  the    Care   and    Management    ol 
Steam  Fire  Engines. 

1st.  When  standing  in  the  engine  house,  keep  the 
water  so  as  to  show  in  the  glass  gauge. 

2d.  Keep  the  furnace  charged  with  shavings  and 
kindling  wood,  coal  in  tender,  and  all  things  ready  to  start 
at  a  moment's  warning. 

3d.  In  case  quick  steam  is  required,  draw  the  water 
down  to  the  second  cock,  located  at  rear  of  boiler  to  right 
of  tender. 

4th.  If  quickest  possible  steam  is  required,  draw  the 
water  down  to  the  second  cock,  which  is  located  on  the 
engineer's  side,  just  under  the  tool  box. 

5th.  Let  the  proximity  of  the  fire  determine  how  soon 
steam  is  wanted.  In  many  cases  steam  can  be  generated 
by  starting  with  water  in  glass  gauge,  as  quickly  as  hose 
can  be  laid  and  water  called  for.  By  carrying  out  these 
directions,  the  amount  of  water  to  be  heated  is  proportioned 
to  the  time  steam  is  required,  and  the  peculiar  construc- 
tion of  the  boiler  admits  of  this  being  done  with  perfect 
safety. 

6th.  Start  soon  as  you  have  forty  to  sixty  pounds  of 
steam,  and  as  fast  as  possible  feed  the  boiler  until  you  have 
from  two  to  four  inches  in  the  glass  gauge.  Keep  the 
water  at  this  point  as  uniformly  as  possible.  A  little  prac- 
tice will  enable  you  to  regulate  the  feed  so  as  to  keep  it 
nearly  stationary. 

7th.  Do  not  depend  too  much  on  the  glass  gauge  ;  use 
the  "  try-cocks  "  frequently. 

8th.  Should  your  feed-pump  get  out  of  order  or  your 
water  get  too  low  while  running,  feed  from  "  main  way." 
In  such  case,  should  the  water  pressure  happen  to  be  less 
than  the  steam  pressure,  shut  down  the  outlet  valves  until 
the  water  pressure  is  sufficient  to  feed. 


New  Catechism  of  the  Steam  Engine. 


STEAM  FIRE  ENGINES. 

9th.  If  you  are  using  bad  water,  and  your  boiler  shows 
signs  of  "  foaming,"  use  the  surface-blower  freely. 

loth.  Clean  out  boiler  once  or  twice  a  year,  or  oftener, 
if  much  bad  water  is  used.  To  do  this  remove  the  mud- 
plugs  at  bottom  of  boiler  and  those  above  the  crown-sheet, 
insert  a  stiff  wire  and  loosen  the  sediment  ;  then  rinse 
thoroughly  with  water  through  upper  holes. 

nth.  If  you  desire  to  keep  your  machine  clean,  and 
looking  well,  wipe  it  thoroughly  soon  as  you  get  in,  and 
while  hot.  Polish  the  nickel  with  a  paste  composed  of 
Vienna  lime,  or  whiting  and  spirits,  and  a  little  ammonia. 

1  2th.  To  examine  the  pump  valves,  unscrew  the  lids 
with  the  wrench  supplied  for  the  purpose  ;  simply  loosen 
the  nuts  on  stud  bolts  which  run  between  the  lids,  and  lift 
the  lids  off. 

1  3th.  When  running,  keep  the  engine  and  pump,  and 
all  other  bearings,  well  oiled.  Oil  the  engine  frequently 
by  means  of  the  oil-pump. 

I4th.  Use  the  best  quality  lard  oil  in  summer  and 
machine  sperm  oil  in  winter. 

1  5th.  After  running,  remove  or  take  up  the  suction; 
open  all  the  small  pet  cocks,  and  close  the  valves  to  the 
outlets  ;  start  engine  again,  and  pump  up  about  five 
pounds  of  air  pressure  ;  this  will  blow  out  all  the  water. 
After  the  pipes  are  drained,  open  one  of  the  outlets  and 
feed  four  or  five  cups  of  oil  into  the  pump.  This  will  dis- 
tribute oil  thoroughly  over  the  pump  surfaces,  and  prevent 
rusting  while  standing  in  the  house.  Also,  oil  the  engine 
last  thing  before  shutting  down. 

i6th.  If  your  engine  is  of  the  rotary  type,  turn  the 
engine  several  times  around  with  a  spanner  once  or  twice 
a  week  to  prevent  the  cams  remaining  too  long  in  one 
position.  This  should  not  be  neglected. 


New  Catechism  of  the  Steam  Engine. 


354      New  Catechism  of  the  Steam  Engine. 


THE  STEAM  ROAD  ROLLER. 

The  steam  road  roller  may  be  classed  among  pot  cable 
engines. 

It  is  built  in  various  sizes  and  styles,  and  can  be  used  for 
rolling  down  highways,  .breaking  up  old  roads,  plowing,  and 
hauling  heavy  loads,  etc. 

Some  road  rollers  have  a  boiler  of  the  locomotive  type ; 
on  these  styles,  the  engine  being  a  horizontal  one,  is  placed 
on  top  of  the  boiler,  and  connected  to  the  driving  wheels  or 
back  rollers  by  means  of  sprockets  and  chain,  or  gear 
wheels. 

In  these  rollers  the  boiler  forms  the  principal  part  of  the 
frame ;  the  front  of  it,  which  forms  the  smoke  box,  as  in 
the  locomotive,  is  built  out  into  "  the  goose  neck,"  to  which 
is  swiveled  the  yoke  by  means  of  the  king  bolt. 

The  yoke  being  able  to  swing,  rests  upon  the  axle  of  the 
front  roller,  which  also  forms  the  steering  wheel.  The 
horizontal  swinging  motion  is  imparted  to  it  by  the  steer- 
ing mechanism,  which  consists  of  chain  and  worm  gear,  and 
is  operated  by  a  hand- wheel  near  the  reversing  lever.  Fig. 
248  shows  a  roller  of  this  type,  which  is  built  by  the  Harris- 
burg  Car  Mfg.  Co.,  of  Harrisburg,  Pa. 

Other  types  are  built  with  upright  boiler  and  engine.  In 
this  type  of  construction  a  heavy  frame  forms  the  body  of 
the  machine  and  is  carried  out  into  "  the  goose  neck  "  in 
front,  which  does  not  differ  from  the  former  one  described, 
except  the  steering  device  being  attached  to  the  king  bolt 
by  means  of  a  lever,  is  operated  by  a  screen  and  nut.  The 
back  roller  carries  the  rear  end,  and  also,  in  this  case,  forms 
the  driving  wheel. 

The  boiler  is  nearly  half  way  between  the  back  and  front 
roller,  resting  on  the  frame,  and  the  engine  is  attached  to 
it  on  one  side  It  is  a  double  reversing  engine,  the  crank 
shaft  being  connected  to  the  back  roller  by  means  of  bevel 
gear  and  pinion. 


New  Catechism  of  the  Steam  Engine, 


THE  STEAM  ROAD  ROLLER. 


Fig.  249. 

A  roller  of  this  type  is  shown  in  Fig.  249,  built  by  the 
Erie  Machine  Shops,  of  Erie,  Pa. 

As  will  be  seen  in  the  illustration,  the  tank  is  placed 
above  the  back  roller,  almost  surrounding  it.  In  all  road 
rollers,  it  is  necessary,  on  account  of  unevenness  of  roads, 
to  allow  the  front  roller  to  swing  in  a  vertical  plane  with  its 
yoke;  to  accomplish  this  the  king  bolt  is  not  directly 
fastened  to  the  yoke,  but  has  an  eye  on  its  lower  end, 
through  which  a  bolt  passes,  which  suspends  the  yoke  on 
it,  and  allows  it  to  swing.  In  case  one  side  of  the  front 
roller  should  run  over  a  stone,  or  any  other  obstruction,  it 
is  thus  relieved  ;  otherwise  it  would  put  a  heavy  strain  on 
the  king  bolt,  and  might  break  it.  This  construction  is 
plainly  shown  in  both  illustrations. 

For  breaking  up  old  roads,  the  rear  rollers  in  Fig.  248  are 
provided  with  holes,  into  which  pins  are  set,  which  are  forced 
down  into  the  road  bed  by  the  weight  of  the  machine,  and 
by  the  revolving  of  the  wheels,  break  up  the  surface. 


New  Catechism  of  the  Steam  Engine. 


THE  CONDENSER. 

The  condenser  is  the  apparatus  by  which,  through  the 
cooling  of  the  steam  by  means  of  cold  water,  a  vacuum  is 
obtained.  See  illustration,  Fig.  251.  The  steam  after  hav- 


Fig.  250.    THE  DEANS  CONDENSER. 

ing  expelled  the  air  from  the  condenser,  fills  it  with  its  own 
volume,  which  is  at  atmospheric  pressure,  nearly  1700  times 
that  of  the  same  weight  of  water. 


New  Catechism  of  the  Steam  Engine. 


THE  CONDENSER. 

When  now  a  vessel  is  filled  with  steam  at  atmospheric 
pressure,  and  this  steam  is  cooled  by  external  application 
of  cold  water,  it  will  immediately  give  up  its  heat,  which 
will  pass  off  in  the  cooling  water,  and  the  steam  will  again 
appear  in  a  liquid  state,  occupying  only  yyVg-  part  of  its 
original  volume. 

But  if  the  vessel  be  perfectly  tight  and  none  of  the  out- 
side air  can  enter,  the  space  in  the  vessel  not  occupied  by  the 
water  contains  neither  steam  nor  air  nor  water,  i.  e.,  nothing. 

This  absolute  absence  of  any  substance  is  technically 
termed  a  vacuum.  The  air  exerting  a  pressure  of  nearly 
15  pounds  to  the  square  inch  of  the  surface  of  the  vessel 
tries  to  collapse  it  with  tremendous  force  ;  now  if  we  take 
a  cylinder  fitted  with  a  piston  and  connect  its  closed  end  to 
this  vessel  by  means  of  a  pipe,  the  atmospheric  pressure  will 
push  this  piston  down,  forcing  the  air  below  it  into  the  vessel. 

The  old  low  pressure  engines  were  operated  almost 
entirely  upon  this  principle,  the  steam  only  served  to  push 
the  piston  back  and  exhaust  the  air  out  of  the  cylinder. 
When  high  pressure  steam  came  into  use  the  condenser 
became  less  necessary,  but  still  it  is  to  be  recommended, 
for  it  will  increase  the  economy  of  the  engine  by  adding  to 
its  power  with  the  same  steam  consumption  ;  in  marine 
practice  the  condensed  steam  being  nothing  but  pure  water, 
is  more  desirable  for  feeding  boilers  than  salt  water. 

Condensers  are  classified  into  two  divisions  :  surface  con- 
densers and  jet  condensers,  both  again  being  divided  into 
direct  connected  and  indirect  connected  condensers. 

The  surface  condenser  (see  Fig.  251)  is  mainly  used  in 
marine  practice  because  it  gives  a  better  vacuum,  and 
keeps  the  condensed  steam  separate  from  the  cooling  water  ; 
it  consists  of  a  vessel,  of  varied  shapes,  through  which  a 
number  of  brass  tubes  are  passing.  The  ends  of  this  vessel 
are  closed  by  double  heads,  into  the  inner  one  on  one  end  the 
tubes  are  expanded,  passing  with  their  other  ends  through 
stuffing  boxes  in  the  inner  head  on  the  other  end. 


358      New  Catechism  of  the  Steam  Engine. 


THE  CONDENSER. 


The  following  list  gives  the  numbers  with  the  corre- 
sponding names  of  the  parts  of  the  surface  condenser,  Fig. 
25 1 :  I,  condenser  walls  ;  2,  outside  heads  ;  3,  exhaust  inlet ; 
4,  exhaust  outlet;  5,  water  inlet;  6,  water  outlet;  7,  peep 
holes;  8,  tube  heads;  9,  partition ;  10,  rib ;  n,  tubes;  12, 
stuffing  boxes. 


New  Catechism  of  the  Steam  Engine.      359 

THE  CONDENSER. 

The  cooling  water  is  passed  through  these  tubes  by 
means  of  the  circulating  pump,  while  the  steam  entering 
the  vessel  and  coming  into  contact  with  these  tubes,  con- 
denses, the  water  of  condensation  and  the  air  contained  in 
the  steam  is  removed  by  the  air  pump  and  discharged  into 
the  hot  well.  The  vacuum  thus  formed  assists  the  piston 
of  the  engine  in  performing  its  duty. 


Fig.  252.    JET  CONDENSER. 


The  numbers  and  names  of  parts  in  Fig.  252  are  as 
follows:  I,  condenser  body;  2,  exhaust  inlet;  3,  dis- 
charge; 4,  injection  valve;  5,  spray  pipe;  6,  spraying 
device. 


360      New  Catechism  of  the  Steam  Engine. 


THE  CONDENSER. 

The  jet  condenser  (see  Fig.  252)  is  generally  employed 
where  it  is  not  desirable  to  feed  the  condensed  steam  into 
the  boilers  again.  It  consists  of  a  vessel,  less  bulky  than 
the  surface  condenser,  into  which  the  engine  exhaust,  and 
a  spray  of  cold  water  entering  it  condenses  the  steam,  after 
which  process  the  condensed  water  with  the  cooling  water 
is  removed  by  means  of  the  air  pump. 


Fig.  253.    BUCKET  PLUNGER  AIR  PUMP. 

In  Fig.  253  the  numbers  and  names  are  as  follows:  t, 
pump  barrel ;  2,  bucket ;  3,  discharge  valve ;  4,  foot  valve ; 
5,  foot  valve  seat. 

This  condenser  requires  a  much  larger  air  pump  than  the 
surface  condenser,  for  the  air  pump,  besides  removing  the 
water  of  condensation,  has  to  remove  all  the  cooling  water, 
with  the  air  entering  with  it.  It  does  not,  however,  always 


New  Catec?^'sm  of  the  Steam  Engine.      j6i 

THE  CONDENSER. 

require  a  pump  to  force  the  water  into  it,  as  the  water  can 
flow  to  it  by  gravity,  or  if  the  condenser  is  not  too  high 
above  the  water  level,  it  will,  after  the  air  is  once  exhausted 
and  a  vacuum  formed,  lift  its  own  cooling  water.  The 
advantages  of  the  jet  condenser  are  simplicity  of  construc- 
tion, cheapness,  minimum  floor  space,  and  less  liability  to 
get  out  of  order. 

Direct  connected  condensers  are  those  whose  pumps  are 
directly  driven  from  the  main  engine,  as  for  instance,  from 
the  low  pressure  crosshead  of  some  marine  engines. 

There  are  also  in  the  market,  so  named,  gravity  condens- 
ers, in  which  the  water  of  condensation  as  well  as  the  cool- 
ing water  passes  off  by  gravity,  the  vacuum  depending 
upon  the  height  of  the  water  column. 

The  amount  of  injection  water  necessary  for  condensa- 
tion depends  largely  on  circumstances,  and  no  inflexible 
rule  can  be  given.  Under  ordinary  conditions,  at  this 
latitude,  about  seventy  gallons  of  water  per  horse  power, 
per  hour,  are  sufficient  on  an  engine  that  requires  not 
more  than  thirty  pounds  of  steam  per  horse  power,  per 
hour.  A  compound  engine  will  need  less  than  seventy 
gallons,  and  a  plain  slide  valve  engine  more. 

A  good  jet  condenser  with  tight  piping  will  lift  water  up 
to  twenty  feet  in  height,  and  do  its  work  properly. 

This  height  must  be  measured  from  the  surface  of  water 
to  the  point  where  injector  pipe  enters  condenser. 

The  temperature  of  the  discharge  for  a  jet  condenser  with 
ordinary  load  is  about  1 10  degrees.  A  good  heater  placed 
between  the  engine  and  condenser  will  raise  this  tempera- 
ture of  the  feed  water  to  about  125  degrees,  with  twenty- 
six  inches  of  vacuum. 

The  injection  pipe  of  the  jet  condenser  where  it  enters 
the  water  should  have  a  good  foot  valve  at  this  end,  which 
should  be  at  all  times  at  least  three  feet  under  water.  A 
good  screen  should  also  be  fitted  over  the  pipe  at  this  end, 


362      New  Catechism  of  the  Steam  Engine. 


THE  CONDENSER. 

to  prevent  foreign  substances  from  getting  into  the  air 
pump.  Care  should  be  taken  to  see  that  this  strainer  has 
an  area  considerably  in  excess  of  the  injection  pipe. 

The  economy  of  condensing  is  due  to  the  removal  of  the 
greater  part  of  the  atmospheric  pressure  from  the  engine 
piston  and  the  vacuum  thus  formed  on  one  side  of  the 


Fig.  254.    CONOVER  INDEPENDENT  JET  CONDENSER. 


New  Catechism  of  the  Steam  Engine.      363 

THE  CONDENSER, 

piston  allows  the  steam  on  the  other  side  to  do  useful  work, 
even  after  the  pressure  falls  below  that  of  the  atmosphere. 

In  any  engine  where  the  piston  and  valves  are  practically 
tight,  and  a  suitable  steam  pressure  can  be  carried,  economy 
always  results  with  the  addition  of  a  condenser,  either  in  a 
saving  of  fuel,  or  in  giving  additional  power  without  burn- 
ing any  more  coal.  It  is  possible,  and,  in  fact,  often  the 
case,  that  a  condenser  is  a  positive  loss  when  put  in  to  save 
fuel ;  and  this  is  when  the  engine  is  leaky  and  allows  the 
steam  to  escape  past  valves  and  piston  without  doing  work. 
A  loss  is  more  frequently  occasioned  by  the  condenser 
employed  being  in  itself  very  wasteful  of  steam. 

Suppose,  for  instance,  that  a  certain  condenser  requires 
five  horse  power  to  operate  it,  and  uses  125  pounds  of 
steam  per  horse  power.  It  is  a  very  clear  fact,  that  if 
the  condenser  is  driven  by  the  main  engine,  which  requires 
but  25  pounds  of  steam  per  horse  power,  and  the  condenser 
also  uses  five  horse  power,  then,  on  the  basis  of  25  pounds 
of  steam  per  horse  power,  the  first  condenser  is  using 
twenty-five  horse  power,  or  five  times  as  much  as  the 
second. 

A  vacuum,  as  employed  in  a  condenser,  means  practically 
absence  of  atmospheric  air  pressure,  and  it  is  absolutely 
essential  to  obtain  the  best  results  to  have  all  connections 
between  engine  and  condenser  perfectly  air-tight. 

The  condenser  itself  and  the  engine  cylinder  must  also 
be  tight.  Especial  attention  must  be  paid  to  the  stuffing 
boxes  on  the  engine.  A  simple  and  good  test  for  tightness 
that  any  one  can  make,  is  to  see  if  the  vacuum  will  hold  up 
after  the  engine  has  been  stopped  and  all  valves  closed.  If 
the  vacuum  gauge  runs  down  quickly,  a  test  should  be 
made  by  putting  a  water  pressure  on  the  entire  piping, 
including  engine,  cylinder  and  condenser.  All  leaks  that 
show  with  twenty  pounds  pressure  should  be  stopped,  no 
matter  how  trifling. 


364      New  Catechism  of  the  Steam  Engine. 


2flfr  255.    SECTION  THROUGH  ENGINB  OP  CONOVKR.  Jar  CONDENSML 


New  Catechism  of  the  Steam  Engine. 


THE  CONDENSER. 

The  injection  valve  that  regulates  the  amount  of  water  f 
the  condenser  should  not  be  opened  wider  than  is  necessary. 
The  proper  amount  of  opening  can  always  be  determined 
by  watching  the  vacuum  gauge  and  closing  the  valve  until 
the  vacuum  begins  to  lower  ;  then  open  slightly,  and  you 
have  the  best  point.  Too  much  water  will  flood  the  con- 
denser and  reduce  the  vacuum. 

It  may  be  noted  that  the  office  of  the  air  pump  is  merely 
to  remove  the  water  from  the  condenser  ;  and  as  this  water 
is  charged  with  a  considerable  amount  of  air,  it  is  due  to 
this  fact  that  the  air  pump  owes  its  name. 

In  Fig.  .253  is  represented  a  most  popular  type  of  air 
pump,  which  is  a  single  acting  bucket  pump.  This  may  be 
direct  driven  by  the  main  engine  or  by  an  independent 
engine.  Its  operation  is  as  follows  :  When  the  bucket  is 
drawn  upward,  the  water  rushes  into  the  pump  through  the 
foot  valve  by  gravity,  also  a  large  quantity  of  air.  On  the 
return  stroke  the  foot  valve  closes,  and  as  there  is  no  other 
way  of  escape  for  the  water  and  air  it  passes  through  the 
bucket  valve,  and  is  forced  out  into  the  discharge  chamber 
on  the  next  upward  stroke  of  the  bucket. 

This  type  of  pump  can  be  used  for  either  surface  or  jet 
condensers. 

In  Fig.  254  is  shown  a  very  compact  form  of  indepen- 
dent condenser,  built  by  the  Conover  Mfg.  Co.,  of  26 
Cortlandt  St.,  New  York  City. 

The  apparatus  combines  a  jet  condenser  with  air  pump, 
boiler  feed  pump,  and  engine  to  drive  both,  combined  as 
one  machine.  The  air  pump  is  a  single  acting  bucket 
plunger  pump,  driven  by  a  crank  shaft,  which  also  drives 
the  boiler  feed  pump,  and  is  turned  by  the  engine,  which  is 
a  single  cylinder  compound  automatic  cut-off  engine,  a 
detailed  description  of  it  is  given  in  Fig.  255  ;  it  is  of  the 
trunk  pattern,  and  the  small  space  around  the  trunk  on  the 
top  side  of  the  piston  forms  the  high  pressure  cylinder. 


$66      New  Catechism  of  the  Steam  Engine. 


THE  CONDENSER. 


New  Catechism  of  the  Steam  Engine.      367 

THE  CONDENSER. 

Steam  is  admitted  to  the  high  pressure  side  at  boiler  press- 
ure, and  is  cr';  off  and  expanded  and  exhausts  into  the 
receiver,  where  it  is  admitted  to  bottom  side  of  piston,  and 
again  cut  off  and  expanded,  and  then  exhausted  to  con- 
denser. 

The  piston  makes  the  down  stroke  when  the  air  pump 
makes  the  up  stroke  ;  and  it  will  be  seen  by  referring  to  the 
cut  that  the  engine  does  nearly  all  its  work  when  making 
the  downward  stroke.  The  steam  is  acting  on  the  top 
side  of  piston  at  high  pressure,  and  at  the  same  time  the 
vacuum  is  acting  on  the  full  area  of  the  piston  on  its  under 
side. 

When  the  engine  makes  the  up  stroke,  the  steam  at  low 
pressure  from  the  receiver  acts  to  push  the  piston  up ;  and 
as  the  air  pump  is  doing  no  work  then,  being  on  its  down 
stroke,  the  engine  is  only  called  upon  to  keep  the  machine 
up  to  speed. 

It  will  thus  be  seen  that  the  engine  is  made  to  suit  the 
demand  of  the  large  power  on  one  stroke,  and  very  little  on 
the  other,  thus  adapting  itself  very  perfectly  to  the  require- 
ments. 

The  valves  are  of  the  Corliss  type,  the  cut-off  being  set 
by  hand,  not  requiring  to  be  changed  or  altered,  as  the 
speed  is  controlled  by  a  throttling  governor. 

Fig.  256  shows  in  diagram  form  the  connection  of  this 
type  of  condenser  to  a  triple  expansion  Corliss  engine.  The 
engine  running  the  air  pump  also  exhausts  into  the  con- 
denser. 

The  Deane  independent  condensing  apparatus  is  shown 
in  Fig.  250.  The  condensing  chamber  is  placed  on  the  top 
of  the  air  pump,  which  is  double  acting,  and  is  driven  by 
a  direct  acting  steam  cylinder. 

The  valve  is  of  the  regular  Deane  pattern,  a  brief  descrip- 
tion of  which  will  be  found  under  the  head  of  D^ane 
pumping  engines. 


368      New  Catechism  of  the  Steam  Engine. 


THE  CONDENSER. 


iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiwi""1" 

Fig.  257,  REYNOLDS'  SURFACE  CONDENSER. 


New  Catechism  of  the  Steam  Engine.      369 

THE  CONDENSER. 

By  placing  the  condensers  above  the  air  pump,  the  water 
of  condensation  easily  runs  into  the  pump  by  gravity. 
Access  to  the  pump  valves  can  be  had  by  removing  the 
plates  at  the  side  of  the  pump. 

The  exhaust  pipe  of  the  steam  end  of  the  apparatus  is 
Also  connected  to  the  condenser,  as  will  be  seen  in  the 
engraving. 

Fig.  257  represents  the  Reynolds  independent  jet  con- 
denser, with  air  pump  attached,  which  is  built  by  the  E.  P. 
Allis  Co.,  Milwaukee,  Wis. 

The  air  pump  is  single  acting  in  this  case,  being  driven 
by  the  steam  cylinder  seen  on  top  of  the  apparatus,  and 
controlled  by  a  throttling  governor. 

The  jet  condenser  is  used  more  in  stationary  plants  than 
in  marine  service,  for  in  most  places  it  is  possible  to  obtain 
good  water  to  feed  the  boilers.  In  plants  where  th  ).  water 
has  to  be  taken  from  city  mains  or  where  there  is  not  a 
very  large  supply  of  water,  the  same  water  may  be  used 
over  again  by  the  use  of  a  cooling  tower,  in  which  the 
heated  water  is  run  over  a  series  of  screens  or  tiles,  thus 
offering  a  very  large  cooling  surface,  over  which  cold  air  is 
blown  by  a  fan,  thus  cooling  it  down  to  the  temperature  of 
the  air. 

If  there  is  some  ground  available  near  the  steam  plant 
which  cannot  be  utilized  for  any  other  purpose,  a  number 
of  trenches  may  be  dug,  in  which  the  water  is  circulated 
an«i  thus  cooled  down,  so  it  can  be  used  again. 


j/o      New  Catechism  of  the  Steam  Engine. 


THE  STEAM  SEPARATOR. 

f  his  is  a  device  designed  to  eliminate  the  water  from  the 
steam  just  before  its  use  in  the  cylinder;  this  is  sometimes 
the  water  of  condensation  and  sometimes  the  water  of  the 
boiler  carried  over  bodily,  and  one  of  the  ill  effects  of 
foaming. 

The  water  entrained  with  the  steam  and  carried  with  it 
into  the  cylinder  often  occasions  a  disagreeable  slapping  in 
the  cylinder,  and  loosening  of  the  connecting  rod  boxes 
and  injury  to  the  engine,  more  or  less  disastrous  according 
to  the  amount  of  water  and  circumstances  under  which  the 
engine  is  being  run,  is  only  a  question  of  time ;  water  in 
steam  will  cut  the  edges  of  the  valves  and  ports  and  cause 
leakage,  improper  distribution  of  steam  and  improper 
strain  upon  the  working  parts ;  it  will  also  sometimes  neu- 
tralize the  oil  in  the  cylinder,  and  permit  cutting  the  surface 
the  same  as  if  no  oil  were  used. 

The  advantages  of  placing  a  steam  separator  in  the  steam 
pipe  at  the  engine  are  many  ;  where  there  are  a  number  of 
engines  drawing  steam  from  the  pipe,  it  is  evident  that 
dryer  steam  can  be  obtained  by  placing  a  separator  at  each 
engine  than  by  placing  one  large  separator  in  the  main 
steam  pipe. 

The  separator  also  becomes  a  receptacle  for  scale  and 
grit  from  the  steam  pipes,  which  is  blown  out  through  the 
opening  in  the  bottom  of  the  separator  to  the  sewer  pipe 
connection. 

The  water  gauge  on  the  side  of  the  separator  shows  the 
height  of  accumulated  water  in  the  separator. 

On  page  109  is  shown  in  Fig.  65  a  steam  separator 
attached  to  the  Ideal  Engine,  which  is  one  of  the  many 
designs  introduced  to  effect  the  separation  of  the  con- 
densed water  from  the  steam  before  it  reaches  the  steam 
Driest. 


New  Catechism  of  the  Steam  Engine.      371 
AIR  AND  GAS   COMPRESSING   ENGINES. 

Compressed  air  engineering  is  one  of  the  most  interesting 
and  growing  of  the  newer  branches  of  engineering  science. 
While  the  same  rules  which  govern  the  steam  engine  apply 
to  air  compressors  there  are  certain  "  points  "  to  be  looked 
after  in  the  care  and  management  of  the  latter  in  order  to 
have  the  best  results. 


Fig.  258.    RAND  AIR  COMPRESSOR. 

Compressed  air  is  already  used  in  the  operation  of 
I.  Cranes,  hoists  and  jacks  of  all  types  and  of  all  capacities. 
2.  Portable  drilling,  reaming  and  tapping  machines. 
3.  Riveters  and  stay-bolt  cutters,  calking  and  chip- 

ping  tools. 

4.  Shop  tools  of  all  kinds. 
5.  Air  brakes. 
6.  Sand  blasts. 

7.  Rock  drills  and  coal  mining  machines. 
8.  Pneumatic  locomotives  and  street  cars. 

NOTE. — Prof.  Unwin,  in  his  work  on  "The  Development  and  Trans- 
mission of  Power, ' '  says  :  ' '  Compressed  air  transmission  is  a  perfectly 
general  method  of  distributing  power  for  all  purposes." 


New  Catechism  of  the  Steam  Engine. 


Fig.  259.    REIDI,ER  COMPRESSOR  ENGINE. 


New  Catechism  of  the  Steam  Engine. 


AIR  AND  GAS  COMPRESSING  ENGINES. 

and  for 

i.  Pumping  water,  sewage,  oil  and  acids. 
2.  Raising  sunken  vessels. 

3.  Refrigerating  and  ice  making. 
4.  Transmitting    messages     through    pneumatic 

tubes. 

5.  Cleaning  carpets  and  railroad  cars  and  seats. 
6.  Sinking     caissons    and     driving     tunnels 

through  soft  ground. 
7.  Tapping  iron  furnaces. 

8.  Transmitting  power  for  all  purposes. 
The  office  of  the  air  compressor  is  to  store  up  air  at  a 
high  pressure,  which  can  be  utilized  at  a  greater  or  less  dis- 
tance, without  there  being  any  loss  by  condensation  in  the 
pipes,  as  is  the  case  by  carrying  steam  pipes  a  long  distance. 
The  air  which  is  stored  up  in  a  reservoir,  can,  by  being 
released,  do  the  same  amount  of  work  as  it  took  to  com- 
press it,  and  that,  in  an  ordinary  steam  engine,  undergoing 
the  same  change  as  the  steam  in  a  cylinder. 

The  admission  of  the  air  being  through  a  single  tube,  it 
creates  a  constant  flow  of  air  in  one  direction  only,  thus 
rilling  the  cylinder  at  each  stroke  with  air  at  atmospheric 
pressure.  This  movement  gives  a  momentum  to  the  air 
which  causes  it  to  fill  the  cylinder  to  its  fullest  extent  at 
each  stroke. 

Air  compressors  may  be  driven  in  various  ways,  but  the 
most  commonly  used  are  those  which  are  connected 
directly  to  a  steam  engine,  thus  doing  away  with  intermed- 
iate machinery.  When  the  air  piston  draws  in  a  charge  of 
air,  the  air  fills  the  cylinder  at  atmospheric  pressure,  or  a 
little  below,  and  on  the  return  stroke  of  the  piston  it  has  to 
be  compressed  to  the  same  pressure  as  in  the  receiver 
before  it  can  lift  the  delivery  valve,  and  as  the  valve  is  held 
to  its  seat  by  a  spring,  arid  also  by  its  own  weight,  the 
pressure  has  to  be  considerably  above  that  of  the  receiver 


New  Catechism  of  the  Steam  Engine. 


I 


I 


Fig  260.     RAND  AIR  COMPRESSOR. 


New  Catechism  of  the  Steam  Engine, 


AIR  AND  GAS  COMPRESSING  ENGINES. 

before  the  valve  will  lift.  To  overcome  this  the  valves  are 
operated  by  mechanical  means,  which  will  lift  them  at  a 
point  of  the  stroke,  when  the  pressure  in  the  cylinder 
corresponds  with  that  of  the  receiver. 

This  arrangement  avoids  pounding  of  the  valves  and  the 
noise  caused  by  the  air  when  rushing  at  much  higher  press- 
ure from  the  cylinder  into  the  receiver. 

For  the  sake  of  economy,  air  compressors  are  com- 
pounded, as  a  steam  engine,  by  drawing  the  air  into  a  large 
cylinder  and  compressing  it  to  a  certain  stage,  when  it  again 
is  drawn  into  a  smaller  cylinder,  which  compresses  it  to  a 
still  higher  pressure. 

In  a  simple  compressor,  which  compresses  very  high, 
there  is  at  the  end  of  the  stroke  a  large  amount  of  air  left 
in  the  clearance  space,  which  has  to  be  expanded  on  the 
return  stroke,  to  atmospheric  pressure,  before  another 
charge  of  air  can  be  drawn  in. 

But  in  the  compound  compressor,  the  air  is  delivered  to 
the  high  pressure  cylinder  from  the  low  pressure  receiver 
far  above  atmospheric  pressure,  thus  the  remaining  air  need 
not  expand  so  far,  allowing  the  cylinder  to  take  a  larger 
volume  of  air.  The  load  is  also  distributed  more  evenly. 

Fig.  259  shows  a  vertical  compound  Riedler  air  com- 
pressor, built  by  Fraser  &  Chalmers,  Chicago,  111. 

The  steam  cylinders  as  well  as  the  air  cylinders  are  com- 
pounded, the  air  cylinders  being  placed  above  the  steam 
cylinder,  and  their  pistons  connected  by  one  continuous 
rod. 

NOTE.  —  Lifting  water  by  means  of  compressed  air  is  one  of  the  new 
things  in  engineering.  In  pumping  from  wells  the  compressed  air  is 
conveyed  from  the  receiver  through  the  pipes  to  the  bottom  of  the  sev- 
eral wells.  When  released  it  begins  to  expand  and  carries  the  water  up 
with  it.  When  the  water  is  first  started  from  the  wells  it  requires  a 
higher  pressure  to  lift  it  to  the  surface  until  the  flow  commences,  when 
there  is  a  mixed  column  of  air  and  water,  the  water  rushing  in  from  the 
adjacent  strata  as  fast  as  it  is  lifted  from  the  bottom  of  the  well.  This 
process  is  continued  as  long  as  there  is  water  in  the  ground  and  the 
Compressor  is  kept  in  operation. 


New  Catechism  of  the  Steam  Engine. 


AIR  AND  GAS  COMPRESSING  ENGINES. 

In  Paris,  four  large  Riedler  compressors  with  triple 
expansion  engines  of  two  thousand  horse-power  each,  are 
used  for  a  system  of  pneumatic  power  distribution. 

Figs.  258,  260  and  262  show  various  types  of  air  com- 
pressors, built  by  the  Pneumatic  Engineering  Co.,  100 
Broadway,  New  York  City. 


Fig.  261.    RAND  AIR  COMPRESSOR. 

i  he  steam  valve  gearing  used  on  these  compressors  may 
be  of  the  Corliss  type,  or  slide  valve. 

The  air  valves  are  poppet  valves,  held  to  their  seats  by 
springs;  the  pressure  of  these  springs  is  released  by  the 
valve  gear,  which  consists  of  a  sliding  bar  driven  by  the 
steam  valve  stem,  provided  with  arms,  which  engage  with 


New  Catechism  of  the  Steam  Engine. 


AIR  AND  GAS  COMPRESSING  ENGINES. 

thv=  springs  and  pull  them  away  from  the  shoulders,  which 
bear  against  on  the  valve.  Thus  the  air  can  open  the  valve 
with  but  little  effort.  At  the  proper  time  for  the  valve  to 
close,  the  springs  are  released,  and  thus  they  close  the 
valve.  The  mechanical  valve  gear  only  releases  the  press- 
ure of  the  springs,  the  opening  of  the  valve  being  done  by 
the  air,  so  it  always  will  open  at  the  proper  moment. 


Fig.  262.    RAND  AIR  COMPRESSOR. 

The  steam  valves  are  of  the  Corliss  type,  driven  by  an 
eccentric,  from  which  also  the  air  valves  derive  their  motion. 
The  arrangement  of  the  air  valves  is  as  follows : 
In  the  lower  and  upper  parts  of  the  valve  chamber  are 
placed  the  delivery  valves,  while  both  suction  valves  are  in 
the  middle  part.     All  four  valves  are  connected  together 
and  geared  in  the  same  manner. 


Jj8      New  Catechism  of  the  Steam  Engine. 

AIR  AND  GAS  COMPRESSING  ENGINES. 

The  valve  consists  of  two  parts,  the  valve-body,  or 
catcher,  and  the  loose  valve  ring.  The  catcher  is  connected 
with  mechanism  by  which  it  is  moved  positively,  and  guides 
and  limits  the  movement  of  the  loose  valve  ring.  This 
valve  ring,  the  seating  part  of  the  valve,  remaining  pressed 
against  the  valve  seat  by  the  air  pressure  when  the  catcher 
is  withdrawn  by  the  gear.  At  a  given  moment  the  ring 
suddenly  lifts,  opening  the  valve  and  places  itself  against 
the  catcher  to  be  re-closed  again  at  the  right  time  and  in 
the  correct  manner.  This  closing  is  effected  by  gear 
according  to  the  decreasing  piston  velocity,  allowing  the 
same  air  velocity  during  the  whole  period.  The  air  from 
the  low  pressure  cylinder  goes  to  the  receiver,  and  from 
there  passes  to  the  high  pressure  cylinder. 

The  receiver  is  water  jacketed  to  carry  off  the  heat  gen- 
erated by  compressing  the  air. 

The  following  is  a  description  of  a  compressed  air  loco- 
motive, giving  interesting  data. 

The  air  storage  plant  consists  of  two  cylindrical  tanks, 
one  of  which  is  15  feet  2  inches  long  and  the  other  17  feet 
2  inches  long.  Both  are  3  if"  inside  diameter,  and  are 
made  of  Ty  plates  with  longitudinal  seams  sextuple 
riveted  with  two  welt  strips,  and  the  circumferential  seams 
double-riveted.  The  thickness  of  the  heads  is  -Jf ",  and  each 
front  head  is  provided  with  a  manhole. 

The  maximum  charging  pressure  is  600  pounds  and  the 
ordinary  working  pressure  400  pounds  per  sqnare  inch, 
which  is  reduced  to  140  pounds  by  means  of  a  reducing 
valve  before  admission  to  the  cylinders.  The  valve  motion 
is  of  the  Stevenson  link  type,  set  for  equal  cut-off.  The 
cylinders  are  9"xi4",  the  weight  is  25,000  pounds,  and  the 
capacity  of  the  tanks  is  160  cubic  feet.  It  is  able  to  haul 
its  loads  around  curves  of  75  feet  radius.  In  these  locomo- 
tives the  air  is  passed  through  a  hot  water  tank  before 
entering  the  cylinder,  which  adds  greatly  to  the  efficiency 


New  Catechism  of  the  Steam  Engine. 


AIR  AND  GAS  COMPRESSING  ENGINES. 

of  the  locomotive.  The  valve  gear  is  so  arranged  as  to  get 
the  full  benefit  from  the  expansion  of  the  air  in  the  cylin- 
ders without  the  disadvantage  of  back  pressure. 

The  time  occupied  in  charging  the  locomotives  is  very 
small,  being  less  than  one  minute  at  600  pound  pressure, 
including  the  time  taken  in  making  and  breaking  couplings. 

The  following  are  valuable  "  points  "  relating  to  the  care 
and  management  of  air  compressors. 

As  in  a  steam  line,  elbows  should  be  avoided  wherever 
possible,  and  unlike  a  steam  pipe,  should  be  larger. 

A  mistake  is  sometimes  made  in  purchasing  a  compressor 
in  a  low,  altitude  and  trying  to  run  it  in  a  higher  ;  the 
machine  then  experiences  the  same  trouble  that  some  peo- 
ple do,  in  not  being  able  to  get  breath  enough. 

The  use  of  cheap  oils,  and  these  in  an  air  cylinder  is  a 
most  serious  mistake,  as  the  least  tendency  to  gum  will  pre- 
vent the  valves  from  properly  seating,  and  even  with  the  best 
of  oils,  it  is  well  to  use  a  small  amount  of  coal  oil  at  times. 

In  localities  where  the  water  is  bad,  the  water  jacket  will 
require  a  little  attention,  as  it  gets  as  badly  scaled  as  some 
boilers,  due  principally  to  a  very  slow  or  retarded  circula- 
tion, which  will  allow  the  sediment  to  settle,  and  should  the 
water  supply  be  shut  off,  even  for  a  few  minutes,  the  cylin- 
der will  heat  enough  to  bake  it  so  hard  as  to  give  consider- 
able trouble.  It  is  a  good  plan  to  put  a  good  boiler 
compound  in  the  water  jacket,  and  run  the  machine  for 
some  time  without  any  circulation.  In  this,  care  must  be 
used  not  to  run  too  long  or  too  fast,  as  the  cylinder  will 
heat  very  quickly  and  is  liable  to  be  damaged. 

There  are  many  emergency  ways  of  stopping  small  leaks  ; 
any  good  sticky  substance,  such  as  tar,  wax,  tallow  candles, 
or  even  chewing  gum,  meked  and  applied  on  narrow  strips 
of  cloth  and  wound  as  a  bandage,  will  be  found  handy. 

It  should  be  remembered  that  leaks  in  an  air  line  are 
as  bad  as  in  a  steam  line,  and  should  receive  the  same  care. 


j8o      New   Catechism  of  the  Steam  Engine. 

THEORY  OF  AIR  COMPRESSION. 

The  theoretical  operation  of  air  compressors  may  be  thus 
explained : 

If  a  tight  cylindrical  vessel,  containing  one  cubic  foot  of 
air  at  atmospheric  pressure,  be  fitted  with  a  piston  which  is 
free  to  move  up  and  down  but  still  perfectly  tight,  the  air 
in  the  vessel  will  have  no  means  of  escape,  and  the  pressures 
within  and  without  the  vessel  both  being  atmospheric,  are 
balanced. 

Now  if  the  piston  should  be  loaded  with  a  weight,  the 
pressure  on  the  outside  would  be  that  due  to  the  atmos- 
phere, plus  the  weight,  while  the  pressure  from  the  inside 
is  simply  equal  to  atmospheric  pressure ;  thus  the  piston 
will  have  to  descend,  but  as  the  air  inside  of  the  cylinder 
has  no  means  of  escape,  the  volume  it  fills  being  diminished, 
its  pressure  has  to  rise  until  the  pressure  under  the  piston 
balances  that  above  it. 

If,  for  example,  the  area  of  the  piston  should  be  100 
square  inches,  and  the  weight  with  which  it  is  loaded  be  100 
pounds,  assuming  the  piston  to  be  weightless,  the  pressure 
from  below  will  have  to  react  with  an  equal  force  to  hold 
the  piston  stationary,  which  in  this  case  would  be  I  pound 
to  the  square  inch  above  atmospheric  pressure,  and  the 
piston  would  have  to  descend  enough  to  cause  this  increase 
of  pressure,  which  descent  would  be  equal  to  y1^  of  the  total 
fall  of  the  piston.  By  adding  another  100  pounds  the 
pressure  would  rise  to  2  pounds  to  the  square  inch.  The 
cylinder  may  thus  be  said  to  be  charged  with  compressed  air. 

If  now  the  bottom  of  the  cylinder  should  be  connected 
by  means  of  a  pipe  to  another  vessel  of  larger  capacity 
called  a  receiver,  the  pipe  having  been  closed  by  a  valve  in 
it  during  compression,  and  the  valve  would  be  opened,  the 
piston  would  at  once  commence  to  descend  further,  the 
compressed  air  escaping  into  the  receiver,  until  the  pressure 
in  the  receiver  and  cylinder  is  equalized,  or  the  piston 
reaches  the  bottom  of  the  cylinder,  which  it  will,  if  the 


New  Catechism  of  the  Steam  Engine.      381 

THEORY  OF  AIR  COMPRESSION. 

receiver  is  large  enough.  Next  the  valve  is  closed,  stopping 
communication  between  cylinder  and  receiver,  and  the  pis- 
ton drawn  upward  ;  at  the  same  time  air  is  again  admitted 
to  the  cylinder  by  another  valve,  which  is  closed  when  the 
piston  reaches  the  top,  and  the  same  operation  repeated. 

The  receiver  can  thus  be  charged  with  compressed  air 
and  by  loading  the  piston  very  heavy  the  pressure  can  be 
raised  very  high. 

If  now,  the  piston,  instead  of  being  loaded  by  weights  be 
connected  to  the  piston  rod  of  a  steam  engine,  or  by  means 
of  a  connecting  rod  to  a  crank  which  is  turned  by  a  belt  or 
some  other  driving  mechanism,  and  the  valves  be  operated 
automatically,  as  the  valves  on  a  water  pump,  the  simple 
apparatus  is  converted  into  a  perfect  air  compressor,  which 
really  is  nothing  else  than  an  air  pump,  and  the  air  can  be 
pumped  into  the  receiver  against  a  high  pressure  the  same 
as  water  is  forced  against  a  head  by  a  pump. 

As  air  is  a  compressible  gas,  it  acts  a  little  different  in  the 
air  cylinder  than  the  almost  incompressible  water  in  a 
pump. 

If  the  valves  of  an  air  compressor  would  have  to  be  lifted 
by  the  air  pressure  in  the  cylinder  against  the  pressure  of 
their  springs  besides  the  receiver  pressure,  the  air  would 
have  to  be  compressed  considerably  above  the  receiver 
pressure  before  can  lift  the  valve  which  allows  it  to  flow 
from  the  cylinder  into  the  receiver,  and  then  the  valve 
would  not  open  freely  as  a  pump  valve,  but  would  scatter, 
causing  a  disagreeable  noise,  and  damages  the  valve. 

To  avoid  this,  the  valves  of  an  air  compressor  are  oper 
ated  by  mechanical  means,  some  of  which  are  described  in 
the  foregoing  pages.  Some  devices  operate  the  valve 
directly  as  soon  as  the  pressure  in  the  cylinder  reaches  that 
of  £he  rt-ceiv^r,  while  others  simply  release  it  of  the  spring 
pressur^,  the  valve  itself  being  lifted  by  the  air  itself.  Such 
devices  give  the  valves  a  free  full  opening,  without  noise. 


New  Catechism  of  the  Steam  Engine. 


Fig.  264.. 
COMPOUNDING. 

If  steam  is  used  at  very  high  pressure  in  a  single  cylinder 
engine,  and  allowed  to  undergo  the  same  stage  of  expan- 
sion as  has  been  described  under  cut-off  engines,  the 
economy  decreases  rapidly  after  a  certain  number  of 
expansions  has  been  passed. 

The  steam  entering  the  cylinder  at  high  temperature  will 
immediately  give  up  some  of  its  heat  to  the  cylinder  walls 
and  head,  thus  heating  them  to  a  temperature  almost  equal 
to  the  entering  steam. 

As  soon  as  cut-off  has  taken  place,  the  pressure  in  the 
cylinder  will  fall  as  the  piston  advances  In  the  stroke,  and 
correspondingly  the  temperature  will  fall  below  that  of  the 
cylinder  walls,  which  now  are  compelled  to  give  up  their 
heat  to  the  cooler  steam,  until  exhaust  takes  place,  when 
they  will  be  cooled  down  to  almost  exhaust  temperature 
during  the  exhaust  stroke. 

NOTE. — The  saving  of  fuel  effected  by  compounding  is  illustrated  by 
the  remarkable  statement  that  upon  a  trial  trip  of  four  hours,  one  of  the 
first  marine  triple  expansion  engines  ever  made,  developed  a  horse 
power  with  an  expenditure  of  1.28  of  coal  per  hour. 


New  Catechism  of  the  Steam  Engine.     383 

COMPOUNDING. 

If  the  engine  exhausts  into  the  atmosphere  without  back 
pressure,  the  temperature  of  the  exhaust  would  be  212 
degrees,  and  if  the  boiler  pressure  is  120  pounds  to  the 
square  inch,  a  temperature  of  nearly  350  degrees ;  the  steam 
upon  entering  the  cylinder  will  strike  a  surface  138  degrees 
cooler,  and  a  considerable  portion  of  it  is  condensed,  which 
extra  amount  the  boiler  has  to  supply  in  order  to  fill  the 
cylinder  volume  before  cut  off. 

To  expand  steam  from  120  pounds  boiler  pressure  to 
atmospheric  pressure,  its  volume  will  have  to  be  increased 
nine  times,  that  is,  the  engine  would  have  to  cut  off  at  one- 
ninth  of  the  stroke. 

If  now  the  cut-off  be  changed  to  one-third  of  the  stroke, 
the  steam  would  be  only  expanded  three  times,  the  pressure 
at  exhaust  opening  being  40  pounds,  and  the  corresponding 
temperature  would  be  275  degrees,  a  change  of  only  75 
degrees,  and  consequently  less  cylinder  condensation. 

But  at  the  end  of  the  stroke  the  steam  would  be  able  to 
do  a  good  deal  of  useful  work,  its  pressure  being  40  pounds 
above  the  atmosphere. 

By  allowing  the  steam  to  pass  into  another  cylinder  of 
such  ample  volume  that  its  pressure  need  not  be  raised  to 
fill  the  cut-off  space,  and  then  expanding  it  again  three 
times,  it  will  reach  atmospheric  pressure,  and  the  change  of 
temperature  in  this  cylinder  has  been  from  275  to  212 
degrees  —  63  degrees. 

In  the  single  engine  a  great  portion  of  the  heat  which 
has  been  given  up  to  the  cylinder  by  the  entering  steam,  is 
taken  up  again  by  the  condensed  steam  during  expansion, 
and  the  exhaust  stroke,  but  still  it  is  wasted  through  the 
exhaust  pipe,  while  in  the  compound  engine  all  the  heat 
which  is  lost  during  admission,  after  being  taken  up  again 
by  the  steam  during  .expansion  and  exhaust,  is  used  over 
again  in  the  low  pressure  cylinder* 


384      New  Catechism  of  the  Steam  Engine. 


COMPOUNDING. 

Thus  it  follows  that  in  a  compound  engine  the  only  loss 
by  cylinder  condensation  is  that  taking  place  in  the  low 
pressure  cylinder,  which  will  be  seen  from  the  foregoing 
figures,  is  considerably  less  than  one-half  of  that  in  the  sin- 
gle engine. 

Of  course,  there  is  some  loss  of  heat  in  both  types  by 
outward  radiation,  which  in  either  case  is  lost,  but  is 
reduced  to  a  minimum  in  covering  the  cylinders  with  non- 
conducting material.  If  both  engines  would  be  run  by  a 
compressed  gas,  as  air,  for  instance,  so  there  would  be  no 
cylinder  condensation,  there  would  be  no  difference  in  the 
economy. 

The  amount  of  saving  in  favor  of  the  compound  over  the 
single  cylinder  engine  can  safely  be  stated  to  be  20  per 
cent.,  but  certainly  varies  with  different  engines,  the  only 
comparison  can  be  made  between  engines  of  the  same  type 
and  condition.  The  triple  expansion  engine  is  again  20  per 
cent,  more  economical  than  the  compound. 

There  are  different  systems  of  compounding.  First, 
tandem  compound,  in  which  both  cylinders  are  in  line,  and 
both  their  pistons  arranged  upon  the  same  rod.  The 
cylinders  may  be  placed  one  before  the  other,  as  in  a  hori- 
zontal engine,  or  above  each  other,  as  in  a  vertical  engine. 
The  latter  type  is  often  called  a  steeple  compound,  and  is 
frequently  used  in  marine  practice ;  these  engines  are  often 
run  without  receiver. 

NOTE.— The  consumption  of  single  cylinder  non-condensing  engines 
may  be  stated  as  24  to  26  pounds  of  steam  per  horse  power  per  hour, 
the  same  engines  condensing,  19  to  21  pounds  per  horse  power  per  hour. 
Compound  non-condensing,  19  to  21  pounds  per  horse  power  per  hour. 
Compound  condensing  engines,  14  to  16  pounds  per  horse  power  per 
hour.  Triple  expansion  engines,  12  to  13^  pounds  per  horse  power  per 
hour.  Quadruple  expansion  engines  are  advisable  where  very  high 
steam  pressures  are  employed,  and  where,  for  mechanical  reasons,  a 
four-cylinder  machine  is  desirable.  For  all  ordinary  pressures  the 
economy  is  about  the  same  as  triple  expansion  engines. 

In  general,  it  is  desirable  to  make  both  cylinders  of  a  compound 
engine  contribute  equal  quantities  of  work. 


New  Catechism  of  the  Steam  Engine.      385 


COMPOUNDING. 

Second,  cross  compound  ;  in  these  engines  both  cylinders 
are  operating  separate  cranks,  which  may  be  set  at  right 
angles  to  avoid  dead  centres  and  to  distribute  the  load  more 
evenly  about  the  crank  shaft ;  or  the  cranks  may  be  set 
opposite  to  each  other,  as  in  the  old  Scotch  non-receiver 
compound. 

Most  compound  engines  of  the  present  designs  are  sup- 
plied  with  a  receiver,  which  consists  of  an  inclosed  vessel  of 
at  least  the  same  capacity  as  the  high  pressure  cylinder, 
into  which  the  high  pressure  cylinder  exhausts ;  the  steam 
passes  from  the  receiver  into  the  low  pressure  cylinder. 


Fig.  265.    DIAGRAM  off  TANDEM  COMPOUND  ENGINE. 

In  a  tandem  compound  engine  the  receiver  is  not  such  a 
necessity  as  in  a  cross  compound  with  cranks  at  right 
angles,  as  both  pistons  start  at  the  same  time  on  their 
stroke,  and  thus  the  steam 'can  pass  directly  over  from  the 
high  pressure  cylinder  into  the  low  pressure,  while  in  a 
cross  compound  engine  with  cranks  at  right  angles,  the 
leading  cylinder  has  completed  one-half  its  stroke  when  the 
other  begins,  thus  there  has  to  be  a  receiver  to  take  care  of 
the  high  pressure  exhaust  until  the  low  pressure  cylinder 
begins  its  stroke,  when  the  high  pressure  crank  is  leading, 
and  if  the  low  pressure  cylinder  is  leading  there  has  to  be  a 
volume  of  steam  stored  for  it  to  begin  its  stroke  with.  If  a 
tandem  compound  engine  cuts  off  early  in  the  stroke,  a 
receiver  will  also  be  necessary  in  this  type. 


386      New  Catechism  of  the  Steam  Engine. 


COMPOUNDING. 

Fig.  265  represents  a  diagram  of  the  arrangement  of  a 
tandem  compound  engine,  while  Fig.  266  is  the  same 
engine  cross  compounded. 

The  steam  from  the  boiler  enters  at  S,  in  the  direction  of 
the  arrows,  through  the  open  steam  port,  into  the  high 
pressure  cylinder  marked  H  P,  Figs.  265  and  266  ;  the  high 
pressure  exhaust  passes  in  the  direction  of  the  arrows  into 
the  receiver  R,  from  whence  it  passes  into  the  low  pressure 
cylinder  L  P,  from  thence  it  is  exhausted  at  E  into  the 
condenser. 


Fig.  266.    DIAGRAM  OP  CROSS  COMPOUND  ENGINE. 

The  tandem  compound  has  a  single  crank  C,  while  the 
cross  compound  has  two  cranks,  C  C,  set  at  right  angles  to 
each  other. 

It  will  be  noticed  that  the  high  pressure  crank,  as  shown 
in  Fig.  266,  is  in  its  vertical  position ;  the  high  pressure 
piston  having  completed  more  than  one  half  stroke,  while 
the  low  pressure  piston  is  only  at  the  commencement  of 
the  stroke. 


New  Catechism  of  the  Steam  Engine.      387 


Fig.  267.    LAKH  STEAMER. 


THE  MARINE  ENGINE. 

The  purpose  for  which  the  marine  engine  is  used  is 
apparent  from  its  name — however,  its  name  does  not  give  an 
idea  of  all  its  characteristics. 

There  are  many  types  of  the  marine  engine.  These  are 
governed  largely  by  the  class  of  work  they  are  called  upon 
to  do,  as  well  as  the  general  sections  of  the  world  where 
they  are  designed  to  do  service. 

In  size  the  marine  engine  varies  from  the  fraction  of  one 
horse  power,  with  cylinders  about  2"x2",  up  to  fifteen 
thousand  or  more  horse  power  all  in  one  machine. 

NOTE. — A  marine  engine  is  at  work  night  and  day,  with  no  chance 
of  stoppage  for  repairs,  it  may  be  for  two  or  three  weeks  and  then  only 
for  a  few  hours.  It  has  to  propel  a  ship  carrying  hundreds  of  people 
and  thousands  of  dollars  worth  of  cargo.  A  weak  spot  in  the  engine 
may  mean  the  loss  of  these  lives  and  the  goods. 

A  3,000  ton  steamer  will  make  the  passage  from  England  to  Australia 
or  to  New  Zealand  without  calling  at  a  port  on  the  way.  Usually  a  stop 
is  made  for  coal  at  Las  Palmas  or  at  the  Cape  of  Good  Hope,  but  these 
are  exceptions.  One  or  two  voyages  have  been  made  from  London  to 
Ttfellington,  New  Zealand,  or  to  Dunedin,  16,000  miles,  without  a  break. 


388      New  Catechism  of  tke  Steam  Engine. 


COMPOUND  MARINE  ENGINE. 


New  Catechism  of  the  Steam  Engine.      389 

THE  MARINE  ENGINE. 

The  compound  inverted,  vertical  engine  is  undoubtedly 
in  the  first  rank,  it  being  used  for  the  screw  propeller 
steamers  so  widely  known. 

In  this  engine  the  cylinders  are  above  the  shaft,  carried 
by  either  cast  iron  or  steel  columns,  which  at  their  base  are 
supported  by  the  bed  plate,  bolted  to  the  engine  keelson. 
The  cranks  are  mostly  set  at  right  angles. 

The  triple  and  quadruple  expansion  engines  belong  to 
the  same  class,  the  difference  being  more  cylinders,  thus 
affording  more  expansion  and  even  more  economy. 

Another  type  is  the  horizontal  marine  engine  for  screw 
steamers.  This  type  is  only  used  on  board  of  twin  screw 
war  vessels,  its  great  advantage  being  the  possibility  of 
getting  the  engines  entirely  below  the  surface  of  the  water, 
its  disadvantage  being  its  need  of  greater  floor  space.  It 
resembles  the  vertical  engine  in  all  but  the  bed  plate  and 
frame. 

Another  popular,  and  in  the  United  States  almost  exclu- 
sively used  for  side  wheelers,  is  the  walking  beam  engine. 
This  consists  of  a  single  cylinder  of  very  large  size  and 
long  stroke.  The  piston  rod  is  connected  to  one  end  of  a 
balanced  beam,  the  other  end  of  which  is  connected  by 
means  of  a  connecting  rod  to  the  crank.  These  engines 
run  at  a  very  slow  speed,  and  at  low  pressure  condensing. 
The  valves  are  of  the  double  beat  poppet  type,  four  valves 
being  used,  which  practice  decreases  the  clearance  to  a 
minimum.  The  engines  are  very  economical.  The  revers- 
ing gear  is  somewhat  different  from  the  ordinary  link 
motion.  Some  engines  have  the  loose  eccentric  reversing 
gear  while  others  have  their  respective  eccentrics  for 
"  ahead  "  and  "  astern/*  the  eccentric  rods  being  hooked  as 
in  many  stationary  engines. 

The  loose  eccentric  reversing  gear  consists  of  a  single 
eccentric,  which  is  free  to  turn  upon  the  shaft  and  a  disc 
keyed  to  the  shaft,  which  is  provided  with  a  circular  groove 


New  Catechism  uj  the  Steam  Engine. 


The  Savannah  was  launched  August  22,  1818.  She  sailed  from 
Savannah,  Ga.,  on  the  22d  day  of  May,  1819,  bound  for  St.  Peters- 
burg, via  Liverpool.  She  could  carry  only  75  tons  of  coal  and  25 
cords  of  wood,  but  reached  the  latter  port  on  June  2ist,  having 
used  steam  eighteen  days  out  of  twenty-six,  and  thus  demonstrated 
the  feasibility  of  trans-atlantic  steam  navigation.  Nothing  of  much 
interest  is  detailed  in  the  daily  records  of  the  log  book,  which  are, 
on  the  whole  rather  monotonous.  On  the  2d  of  June  they  * '  stopped 


Fig.  268.     STEAMSHIP  SAVANNAH,  1818. 


the  wheels  to  clean  the  clinkers  out  of  the  furnace ;  at  6  p.  m. 
started  the  wheels  again  ;  at  2  a.  m.  took  in  the  wheels."  Upon 
its  arrival  the  steamer  was  seen  from  the  telegraph  station  at  Cape 
Clear  and  reported  as  a  ship  on  fire.  The  Admiral,  who  lay  in  the 
Cove  of  Cork,  despatched  one  of  the  King's  cutters  to  her  relief, 
but  great  was  their  wonder  at  their  inability,  with  all  sail  set,  in  a 
fast  vessel,  to  come  up  with  a  ship  under  bare  poles. 


New  Catechism  of  the  Steam  Engine, 


THE  MARINE  ENGINE. 

in  which  slides  a  block,  attached  to  the  eccentric.  The  ends 
of  this  groove  limit  the  position  of  the  eccentric  to  the 
proper  angle  it  has  to  make  with  the  crank.  To  reverse  the 
engine,  the  valve  gear  has  to  be  operated  by  hand  for  at 
least  one-half  a  revolution,  for  which  a  hand  lever  is  used. 

The  valves,  3,  Fig.  269,  lift  squarely  off  their  seats,  thus 
operating  frictionless,  and  are  balanced. 

The  rock  shafts  are  operated  by  the  eccentrics  by  means 
of  the  rock  shaft  arms,  8,  the  one  seen  at  the  left  in  Fig.  270 
is  for  the  steam  valves,  the  other  for  the  exhaust.  To  the 
rock  shafts  are  attached  the  wipers,  6,  for  the  steam  valves, 
and  7,  for  the  exhaust  valves,  which,  when  vibrated  by  the 
eccentrics,  strike  the  lifting  toes,  5,  which  are  attached  to 
the  lifting  rods,  4,  raising  these  quickly,  and  thus  by  means 
of  the  attachment  to  the  valve  stems  shown  in  Figs.  269  and 
270,  raise  the  valves  off  their  seats,  thus  admitting  steam  to 
the  cylinder,  and  exhausting. 

To  operate  the  valve  gear  by  hand,  the  hand  lever,  II,  is 
released  from  the  hook  which  supports  it  at  rest  in  its  mid* 
way  position,  and  by  vibrating  it  up  and  down.  The  steam 
valves  are  operated  by  means  of  the  wipers,  13,  and  the 
exhaust  valves  by  means  of  wipers,  14  attached  to  the 
small  rock  shaft,  10,  and  striking  the  lifting  toes,  12. 

After  the  engine  is  well  started  the  eccentric  rods,  9,  are 
released  by  means  of  a  lever,  shown  on  the  rock  shaft, 
which  holds  them  clear  of  the  rock  shaft  arms,  and  the 
hand  lever  is  hooked  up  in  its  stationary  position,  remain- 
ing at  rest  while  the  engine  is  running.  The  engine  shown 
is  provided  with  loose  eccentric  reversing  gear. 

The  valve  chests,  2,  2,  are  bolted  to  the  cylinder,  I,  Figs. 
269  and  270,  the  steam  is  passing  through  the  column  at  the 
left,  Fig.  270,  and  the  exhaust  through  the  right  hand  column. 

These  columns  also  support  the  bearings  for  the  rock 
shafts,  their  inner  ends  being  supported  by  a  bracket  bear- 
ing attached  to  the  cylinder  as  shown  in  Figs.  269  and  270. 


New  Catechism  of  the  Steam  Engine. 


THE  BEAM  ENGINE. 


New  Catechism  of  the  Steam  Engine.      393 

THE  BEAM  ENGINE. 

Rule  for  setting  the  valves  of  beam  engines  : 

Assuming  that  the  rock  shaft  arm,  8,  is  keyed  on  to  the 
rock  shaft  in  its  proper  relation  to  the  center  line  of  motion 
of  the  eccentric  rod,  9,  and  that  the  wipers,  6,  7,  are  keyed 
on  to  the  rock  shaft,  in  their  proper  relation  to  the  rock 
shaft  arm,  which  is  always  the  case  in  properly  constructed 
engines,  the  first  step  is  to  ascertain  the  proper  length  of 
the  eccentric  rod,  and  the  most  convenient  starting  point 
for  doing  so,  is  from  the  centre  of  motion  of  the  valve  gear. 

Hence,  the  first  thing  to  be  done  in  setting  beam  engine 
valves  is  to  set  and  hold  the  rock  shaft  at  the  center  of  its 
motion,  which  is  when  the  lifting  rods,  4,  are  down,  the 
valves,  3,  seated,  and  the  lifting  toes,  5,  adjusted  the  right 
distance  from  the  rock  shaft,  and  straight  with  each  other, 
so  that  the  ends  of  both  wipers  will  be  the  same  distance 
from  their  respective  toes. 

Next  put  the  main  crank  on  the  center,  and  turn  the 
throw  of  the  eccentric  directly  in  line  towards  the  center  of 
the  eccentric  hook  pin ;  then  make  a  fine  center-punch 
mark  on  the  edge  of  toe  pin,  and  one  on  the  edge  of  the 
hook  strap,  and  set  a  pair  of  compasses  corresponding  to 
the"  distance  between  those  marks,  and  measure  it. 

Add  to  that  distance  half  the  throw  of  the  eccentric ; 
reset  the  compasses  to  that  length,  and  move  the  eccentric 
until  the  center-punch  marks  and  compasses  again  corre- 
spond, and  adjust  the  length  of  eccentric  rod  so  that  the 
hook  will  just  engage  the  eccentric  hook  pin  while  the 
eccentric  is  held  at  that  position ;  then  slack  up  the  rock 
shaft  so  that  it  can  be  moved,  hook  on  the  eccentric  rod, 
and  turn  the  eccentric  in  the  direction  to  raise  the  required 
valve  until  it  has  the  proper  lead. 

NOTE. — There  can  be  no  general  rule  given  as  to  how  the  eccentrics 
should  be  placed  in  relation  to  the  crank,  as  that  depends  on  the  rela- 
tive arrangement  of  the  lifters,  valves,  wipers,  and  rock  shaft  arms 


New  Catechism  of  the  Steam  Engine. 


THI  OSCILLATING  ENGINE. 


New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 

Then  (if  the  engine  is  of  the  style  that  has  two  eccentrics 
and  two  rock  shafts),  proceed  in  the  same  manner  with  the 
exhaust  valve  gear  and  the  valves  are  set. 

To  prove  the  accuracy  of  adjustment  turn  the  main  crank 
to  its  opposite  center,  and  if  there  is  a  difference  in  the 
lead,  either  lengthen  or  shorten  the  eccentric  rod  to  make 
up  half  the  difference,  and  turn  the  eccentric  to  make  the 
other  half,  fasten  the  eccentric  on  the  shaft  and  the  valves 
will  be  right. 

Another  engine  used  for  side  wheelers  is  the  inclined 
compound  or  triple  expansion  engine,  which  differs  from 
the  ordinary  marine  engine  by  its  upwards  sloping  angle, 
the  shaft  being  above. 

The  oscillating  engine  differs  from  the  ordinary  engines 
by  the  direct  connection  of  the  piston  rod  to  the  crank. 
The  valve  is  operated  by  a  rocker  arm,  A,  Fig.  271,  one 
end  of  which  is  connected  to  the  valve  stem,  S,  while  to  the 
other  end  is  pivoted  a  block,  running  in  a  quadrant,  N, 
which  is  operated  by  the  eccentrics,  E,  E 

The  cylinder,  C,  and  piston  rod  vibrate  the  same  as  the 
connecting  rod^on  other  engines,  the  cylinder  being  sus- 
pended on  both  sides  by  trunnions,  T,  which  also  serve  to 
convey  the  steam  to  the  valve  chest,  and  the  exhaust  to 
the  condenser. 

The  pipes  are  inserted  into  the  openings,  O,  the  joint 
being  made  steam  tight  by  means  of  packing  rings,  allow- 
ing the  cylinders  to  oscillate.  The  steam  passes  through  a 
channel  in  the  cylinder  casting  to  the  valve  chest,  V,  and  ib 
controlled  by  a  slide  valve  in  the  ordinary  way. 

The  reversing  gear  may  be  of  the  loose  eccentric  type,  or 
the  well  Hiown  Stephenson  link  motion,  as  shown  in  Fig. 
271. 

The  eccentric  rods  are  connected  to  the  link,  L,  which 
slides  over  the  link  block  attached  to  a  pin  in  the  quadrant 
N,  and  by  means  of  the  reach  rod,  R,  and  the  reversing 


396       New  Catechism  of  the  Steam  Engine. 

THE  MARINE  ENGINE. 

gear  shown  in  the  figure,  either   eccentric  may  be  made 
operative.  i 

The  quadrant  slides  vertically  between  guides,  G,  one  of 
which  is  removed  to  allow  other  parts  to  be  visible.  On 
the  upper  part  of  the  quadrant  is  a  short  rod,  which  slides 
in  a  bushing  and  steadies  it  against  any  twisting  motions. 

The  office  of  the  quadrant  is  to  prevent  the  oscillating 
motion  of  the  cylinder  to  have  any  effect  upon  the  valve 
naovement. 


New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 


New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 

In  Fig.  272  is  shown  a  stern-wheel  launch,  built  by  Chas. 
P.  Willard  &  Co.,  of  Chicago,  111.  Boats  of  this  class  are 
used  largely  on  rivers  and  in  shallow  water,  for  towing, 
passenger  service  or  pleasure  boats.  The  attachment  of 
the  wheel  can  easily  be  seen  in  Fig.  272. 

The  engines  for  these  steamers  (an  example  is  shown  in 
Fig.  273)  consist  of  two  cylinders,  either  simple  or  com- 
pound, with  a  long  stroke,  the  shaft  is  carried  by  brackets, 
extending  over  the  stern  far  enough  to  allow  the  wheel  to 
clear  the  boat.  The  wheel  is  mounted  on  the  shaft  between 
the  brackets.  The  cranks  are  overhung  on  the  ends  of  the 
shaft  and  operated  by  the  connecting  rods  on  each  side  of 
the  boat.  The  construction  is  clearly  shown  in  Fig.  273. 


Fig.  274.    SCREW  PROPBIABR.     Side  and  rear  view. 

The  propeller  of  a  steamboat  is  the  only  part  moving  the 
hull,  and  exerts  an  enormous  end  pressure  upon  the  shaft, 
which,  when  the  boat  is  moving  ahead,  tends  to  force  the 
shaft  inward,  which  would  spring  the  cranks  and  bind  them 
against  the  main  bearings,  and  again,  while  going  astern 
would  exert  this  heavy  strain  outward. 

To  overcome  this  the  thrust  bearing  is  used,  which  con- 
sists of  a  series  of  collars,  shown  at  5,  Fig.  275,  upon  the 
shaft,  which  revolve  between  horse  shoe  bearings,  Fig. 
supported  by  a  frame. 


New  Catechism  of  the  Steam  Engine. 


400      New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 

The  thrust  bearing  can  be  adjusted  to  its  proper  position 
with  the  cranks  by  means  of  the  adjusting  keys,  3,  Fig.  271;. 
There  are  other  forms  of  thrust  bearings,  some  of  whick 
provide  for  the  adjustment  of  each  bearing  separately,  and 
on  some  smaller  engines  only  one  thrust  collar  is  used  ;  an 
example  of  this  kind  is  shown  in  Fig.  285. 

Fig.  277  represents  a  single  marim; 
engine  for  a  small  pleasure  or  tug  boat, 
built  by  Donegan  &  Swift,  of  Ne\\ 
York.  The  reversing  gear  is  a  Stephen 
son  link  motion,  operated  by  a  hano 
lever.  These  engines  require  very 
little  floor  space  in  the  boat,  but  on 
account  of  their  greater  steam  consump 
tion,  need  a  larger  boiler  than  com. 
pound  engines. 

In   small   pleasure   boats   and  small 
harbor  tugs,  which   have   to  stop  and 
start  at   short   intervals,  there   is    not 
much  advantage  in  using  a  compound 
engine,  as  many  times  live  steam  has  to 
be  admitted  to  the  low  pressure 
cylinder    in    starting,   which    de- 
creases   their    economy,  and   the. 
single  engine  in  Fig.  277  would  be 
the  most  desirable,  their  first  cost: 
being  much  lower  than  the  com- 
pound, and  they  are  of   extreme 

.  277.  simolicitv 

UPRIGHT  MARINE  ENGINE.  MI"P11Llty-  ^ 

The  engine  shown  in  Fig.  278 

is  a  steeple  compound,  built  by  Chas.  P.  Willard  &  Co.,  of 
Chicago,  111. 

NoTE.  —  The  steeple  compound  almost  equals  the  cross  compound 
engine  in  economy,  and  requires  but  little  more  than  one-half  the  floor 
•pace  needed  for  a  cross  compound  of  the  same  power. 


New  Catechism  of  the  Steam  Engine.      40* 


THE  MARINE  ENGINE. 


Fig.  278. 


COMPOUND  MARINE  ENGINE. 


402      New  Catechism  of  the  Steam  Engine. 


Fig.  279.     WBU3*  COMPOUND  MARINE  ENGINE. 
(Seen  from  starboard  side.) 


Front  view. 


New  Catechism  of  the  Steam  Engine.      403 

THE  MARINE  ENGINE. 

There  is  only  one  crank,  both  pistons  being  attached  to 
the  same  piston  rod,  the  high  pressure  cylinder  being  placed 
above  the  low  pressure. 

These  engines  require  a  little  more  attention  by  the 
engineer,  while  operating,  as  for  instance,  if  the  boat  is 
hauling  alongside  a  dock,  or  a  vessel  to  be  towed,  as  they 
are  liable  to  stop  at  the  bottom  center  when  stopping,  and 
would  have  to  be  turned  nearly  one-half  a  revolution  by 
hand  before  being  able  to  start.  This,  however,  is  easily 
avoided  by  reversing  when  on  the  last  stroke,  thus  cushion* 
ing  the  pistons,  and  preventing  them  from  descending  all 
the  way. 

The  economy  is  a  little  beyond  the  fore  and  aft  com^ 
pound  engine  with  cranks  at  right  angles,  because  one 
crank  does  not  distribute  the  load  as  evenly  as  the  two  at 
right  angles. 

The  Wells  balanced  engine  is  represented  in  Figs.  279  and 
280,  the  force  of  the  steam  applied  to  the  high  pressure 
piston  descending  upon  one  side  of  the  shaft  is  balanced  by 
the  force  of  the  steam  applied  to  the  low  pressure  piston 
ascending  upon  the  other  side,  leaving  only  the  weight  of 
the  crank  shaft  and  its  connections  to  be  carried  by  the 
main  bearing  boxes. 

In  practice  steam  is  admitted  to  both  cylinders  simul- 
taneously ;  during  the  first  stroke,  the  steam  pressures 
upon  the  middle  cylinder  head  are  exerted  against  each 
other;  the  force  acting  upward  in  the  high  pressure  cylinder 
becomes  the  support  of  the  force  acting  downward  in  the 
low  pressure  cylinder.  In  the  return  stroke  the  pressures 
are  exerted  upon  the  top  and  bottom  cylinder  heads  in 
opposite  directions,  giving  a  balance  of  pressures  within 
the  cylinders. 

Unbalanced  weight  in  motion  (momentum)  being  the 
main  element  that  tends  to  destroy  an  engine,  makes  it 
apparent  that  balanced  weights,  balanced  steam  pressures, 


New  Catechism  of  the  Steam  Engine. 


F!g.  280.    WEILS'  COMPOUND  MARINE  ENGINE.    SIDE  VIEW, 
(Seen  from  the  bow. ) 


New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 

and  balanced  motions  are  the  qualifications  necessary  to 
produce  a  durable  engine,  all  of  which  this  design  possesses, 
hence,  the  advantages  claimed  for  this  engine  are  : 

1.  Owing  to  the  compact  form  of  cylinders  and  steam 
chests  the  steam  has  little  distance  to  travel. 

2.  Steam  from  the  boiler  being  admitted  between  the 
high  pressure  cylinder  and  the  low  pressure  steam  chest, 
creates  and  maintains  a  high  temperature  in  both. 

3.  The  cranks  being  s^t  at  180°,  no  receiver  is  required, 
as  the  exhaust  steam  passes  direct  from  high  to  low  press- 
ure piston,  giving  a  continuous  force,  and  preventing  undue 
expansion. 

4.  The  balance  of  forces  permits  much  higher  piston 
speed  with  greatly  reduced  compression,  and  also  gives  less 
cylinder  condensation. 

5.  An  equal  steam  pressure  applied  to  opposite  sides  of 
the  crank  shaft  and  exerted  in  opposite  directions  in  the 
same  plane  relieves  the  main  bearings  of  friction  due  to 
steam  pressures  and  also  of  the  thrust  of  the  connecting 
rods,  leaving  only  the  friction  in  the  main  boxes,  due  to  the 
weight  of  the  shaft  and  the  moving  parts  of  the  engine. 

6.  The  principle  of  balance  also  embraces  another  most 
important  advantage  in  its  control  of  the  momentum  forces 
stored  in  its  moving  parts,  which  in  this  case  are  concen- 
trated in  the  crank  shaft  for  useful  effect,  as  they  work  in 
unison  with  the  steam  forces. 

7.  The  forces  being  balanced,  the  pressures  upon  the 
,  crank  pin  can  never  exceed  the  resistance  of  the  load. 

8.  It  entirely  relieves  the  hull  of  all  strains,  jar  and 
vibration.     By  this  control  the  forces  are  entirely  absorbed 
in   motion,  and  no  strains  communicated   to  the   engine 
frame,  bed  plate,  or  hull. 

As  shown  in  the  illustration,  the  low  pressure  cylinder  is 
placed  above  the  high  pressure,  the  low  pressure  piston 
rods  passing  down  on  both  sides  of  the  high  pressure  cylin- 


406      New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 


Fig.  281.    COMPOUND  MARINE  ENGINE. 
"  Fore  and  aft  compound." 


New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 

der.  These  are  connected  to  cranks  opposite  the  high 
pressure  crank,  all  the  three  cranks  forming  one  piece. 
Both  valves  are  operated  by  the  same  eccentric,  the  high 
pressure  valve  being  a  piston  valve,  the  low  pressure  a 
double  ported  balanced  slide  valve.  When  the  cranks  are 
standing  at  their  horizontal  position,  the  weight  of  the  high 
pressure  ports  counterbalances  the  weight  of  the  low  press- 
ure ports. 

This  engine  is  also  built  for  stationary  purposes  with 
automatic  cut-off.  The  two  illustrations  given  are  so  clear 
and  distinct  as  to  almost  explain  the  working  of  the  engine. 

Fig.  281  is  an  illustration  of  a  compound  marine 
engine.  The  fore  and  aft  compound  engine,  as  the  above 
is  named,  is,  as  previously  stated,  the  most  popular  marine 
engine  at  the  present  date.  It  is  more  economical  than  the 
simple  engine,  and  besides,  possesses  the  advantage  of  hav- 
ing two  cranks  ;  with  two  cranks  placed  at  right  angles  to 
each  other  there  are  no  dead  centres,  and  the  engine  may 
readily  be  started  from  any  position. 

A  single  crank  engine  receives  only  two  impulses  each 
revolution,  while  a  double  crank  engine  with  cranks  at  right 
angles  receives  four  impulses  each  revolution,  hence  a  more 
equal  distribution  of  the  load. 

If  another  crank  be  added,  as  in  a  triple  expansion  engine, 
the  shaft  receives  six  impulses  every  revolution,  thus  dis- 
tributing the  load  still  more  evenly,  and  coming  nearer  to 
a  continuous  rotary  motion. 

The  Marshall  valve  gear,  Fig.  283,  consists  of  a  single 
eccentric,  /,  which  either  has  to  be  set  directly  opposite  the 
crank,  Q,  or  In  the  same  direction  with  the  crank,  according 
to  the  design  of  the  valve  and  valve  gear. 

The  eccentrfc  operates  a  lever,  K,  which  also  forms  one- 
half  of  the  eccentric  strap,  /,  the  extreme  end  of  this  lever 
is  attached  to  the  valve  rod,  (9,  by  means  of  a  pivot,  Ny  and 
thus  to  the  valve  stem,  P. 

NOTE.—  Wells'  Engine  Co.,  136  Liberty  St.,  N.  Y.  City. 


408      New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 

The  fulcrum  of  this  lever  is  at  J/,  about  which  it  is  swung 
vertically  by  the  throw  of  the  eccentric,  the  amount  of 
travel  thus  imparted  to  the  valve  being  equal  to  the  lap  and 
lead  for  both  ports. 

The  travel  necessary  to  open  the  port  is  imparted  to  the 
valve  by  the  up  and  down  motion  of  the  fulcrum  M,  due  to 
the  horizontal  throw  of  the  eccentric,  which  causes  the 
vibrating  link  H,  pivoted  to  K  at  M,  to  swing,  and  thus 
raise  and  lower  the  fulcrum. 


Fig.  282.    DIAGRAM  OP  MARSHAI,!,  VAI.VE  MOTION. 

The  upper  end  of  the  vibrating  link  H  is  pivoted  to  the 
tumbling  link  G,  which  can  be  swung  about  the  pin  L  by 
means  of  the  reversing  gear,  which  consists  of  reach  rod  F, 
tumbling  crank  E,  worm  wheel  D,  worm  C,  reversing  shaft 
B,  and  finally  of  the  hand  wheel  A,  by  means  of  which  the 
engineer  can  reverse,  stop,  or  let  the  engine  turn  ahead. 

It  must  be  understood  that  when  the  tumbling  link  G  is 
at  its  midway  position,  no  vertical  motion  is  given  to  the 
fulcrum  M9  and  if  it  is  thrown  over  into  its  opposite 
position  the  motion  is  reversed  to  that  indicated  in  Fig.  283. 

The  Marshall  valve  gear  may  be  used  to  operate  an  ordi- 
nary flat  slide  valve  or  piston  valve  as  required. 


New  Catechism  of  the  Steam  Engine.      409 


THE  MARINE  ENGINE. 

Fig.  282  shows  a  diagram  which  more  plainly  indicates 
the  operation  of  this  valve  gear. 

c  indicates  the  position  of  the  crank,  e  the  eccentric,  a  the 
point  about  which  the  vibrating  link  swings  to  describe  the 


Pig.  283.    MARSHAW,  VAI,VB  GEAR. 

arc  *,  y,  and  n  the  pin  about  which  the  tumbling  link  is 
turned.  If  a  be  moved  into  the  position  s,  it  will  be  under- 
stood that  x  and^  will  both  be  at  the  same  height. 


New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 

If  a  be  swung  into  position  k,  y  will  be  be*ow  the  centre 
line  and  x  above,  and  the  engine  is  reversed.  It  will  be 
observed  that  the  noint  of  k,  which  is  attached  to  the  valve 
rod,  describes  an  ellipse. 


Fig.  284.    JOY  VAI,VI$  GEAR. 

The  Joy  valve  gear,  shown  in  Fig.  284,  is  in  principle 
identical  with  the  Marshall  valve  gear. 

The  lever  A,  Fig.  284,  operates  the  valve  rod  V  in  the 
same  manner  as  lever  K  in  Fig.  283  ;  instead  of  the  vibrat- 
ing link  a  block  B,  provided  with  a  curved  slot  is  used,  in 
which  the  pin  forming  the  fulcrum  of  the  lever  A  slides. 


New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 

The  motion  is  imparted  to  the  lever  A  directly  from  "the 
connecting  rod  by  means  of  the  connecting  link  Cy  one  end 
of  which  is  pivoted  to  the  connecting  rod,  the  other  end  to 
the  suspension  link  D. 

The  vertical  motion  of  the  connecting  link  moves  the 
valve  an  amount  equal  to  its  lap  and  lead,  while  the  hori- 
zontal motion  causes  the  ports  to  open  their  full  opening, 
by  moving  the  fulcrum  up  and  down  in  the  inclined  slot. 
By  means  of  the  reversing  lever  L  the  incline  of  the  block 
B  can  be  altered,  or  reversed,  to  reverse  the  engine. 

In  Figs.  285  and  286  is  shown,  as  a  practical  example,  a 
triple  expansion  engine  fitted  to  yacht  "  Penelope,"  St. 
Augustine,  Fla. 

The  valves  of  this  engine  are  driven  by  cranks  on  a  sep- 
arate shaft,  which  receives  its  motion  from  the  main  shaft 
by  gears. 

The  valves  are  of  the  piston  type,  the  high  pressure  valve 
taking  steam  on  the  upper  end,  from  whence  it  also  passes 
to  the  lower  port  through  the  body  of  the  valve.  The 
exhaust  passes  into  the  chamber  surrounding  the  valve, 
and  through  the  channel  shown  in  the  section  in  Fig.  285, 
which  also  forms  the  intermediate  receiver,  to  the  intermed- 
iate valve  chest. 

The  intermediate  valve  takes  steam  on  its  inner  edges, 
exhausting  on  the  ends,  the  exhaust  of  the  upper  port 
passing  partly  through  the  valve  and  partly  through  the 
space  formed  between  the  intermediate  and  low  pressure 
valve  chests,  the  combined  volume  of  these  form  the  low 
pressure  receiver,  from  whence  it  passes  to  the  low  pressure 
cylinder. 

The  reversing  gear  of  this  engine  is  different  from  the 
Stephenson  link  motion.  One  end  of  the  shaft  from  which 
the  valves  receive  their  motion  is  provided  with  a  tripple 
thread  of  very  long  pitch,  upon  which  a  nut  is  mounted 
with  grooves  to  fit  these  threads. 


412      New  Catechism  of  the  Steam  Engine. 


New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 

The  nut  is  circular  in  shape  and  provided  with  keys, 
which  slide  in  keyways  in  a  sleeve  upon  which  the  gear, 
which  rotates  the  shaft,  is  mounted. 

If  the  engine  is  running,  the  gears,  driven  by  the  main 
shaft  will  rotate  the  sleeve  with  nut  and  valve  shaft  as  one 
piece.  In  throwing  the  hand  lever,  see  Fig.  285,  the  nut  is 
slid  outward,  and  as  it  cannot  rotate  inside  of  the  sleeve 
on  account  of  its  keys,  the  valve  shaft  has  to  rotate,  chang- 
ing the  position  of  the  cranks,  which  operate  the  valve 
rods,  for  the  astern  motion. 

The  principle  is  the  same  as  if  an  eccentric  should  be 
mounted  loose  upon  a  shaft,  and  turned  to  direct  the 
motion  of  the  engine  either  astern  or  ahead,  instead  of 
using  two  eccentrics  for  each  valve. 

Fig.  285  shows  this  engine  in  front  elevation,  the  valve 
chambers,  which  are  in  front  of  the  cylinders,  are  shown  in 
section. 

The  reversing  gear  is  also  shown  in  section,  and  part  of 
the  bed  plate  and  valve  shaft  is  broken  away  to  show  the 
main  bearing  in  section  and  one  of  the  cranks. 

The  thrust  bearing  at  the  extreme  left  is  attached  to  the 
bed  of  the  engine  and  consists  of  a  single  adjustable  thrust 
collar. 

Fig.  286  shows  a  side  elevation  of  the  high  pressure  side, 
showing  the  gear  connection.  The  centre  gear  is  simply 
used  to  transmit  the  motion  from  the  crank  shaft  to  the 
valve  shaft,  and  to  take  up  wear  by  moving  it  towards  the 
other  two  gears,  all  of  which  are  twist  gears,  to  insure  quiet 
and  easy  running. 

The  high  pressure  cylinder  and  valve  chesc  are  shown  in 
section,  to  expose  the  piston  and  valve.  The  dimensions 
of  this  engine  are:  cylinder,  3-5"x  5.  3"  x  8.5";  stroke,  6"  ; 
number  of  revolutions,  550  per  minute;  steam  pressure, 
150  Ibs.;  horse  power,  50.  The  floor  space  required, 
including  thrust  bearing,  is  34"  x  15",  which  is  10.2  square 


New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 

inches  per  horse  power.  The  height  above  engine  room 
floor,  which  is  i^  inch  above  centre  of  crank  shaft,  is  27 
inches. 

The  reversing  gear  is  a  very  important  part  of  the  marine 
engine.  Some  engines  may  run  for  weeks  without  being 
reversed  or  even  stopped,  but  whenever  reversing  is 
required  it  has  to  be  done  quickly. 


Fig.  287.    STEAM  REVERSING  GEAR. 

The  Stephenson  link  motion  consists  of  two  eccentrics, 
with  their  respective  straps  and  rods,  connected  to  a  curved 
link  L,  Fig.  287,  by  means  of  which  either  of  the  eccentrics 
can  be  made  operative  upon  the  valve  stem  Sy  one  of  the 
eccentric  rods  E  E  can  be  seen  "  thrown  in."" 


New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 

Several  applications  of  the  Stephenson  link  motion  can 
be  seen  in  Figs.  271,  278,  280  and  281.  Other  reversing 
gears  are  illustrated  and  described  on  pages  409,  410  and 
412,  and  Figs.  282,  283,  284  and  285. 

The  reversing  gear  is  operated  in  various  ways,  in  smaller 
engines  by  a  lever,  as  in  Figs.  278,  281,  284  and  285,  and  in 
medium  and  larger  sizes  by  means  of  a  worm  gear  and 
hand  wheel,  as  in  Figs.  271  and  283,  or  by  gear  connection. 
In  very  large  engines  this  method  of  reversing  would 
require  so  much  intermediate  gearing  that  the  reversing 
would  be  too  slow  an  operation  for  the  safety  of  the  ship, 
and  to  overcome  this  various  methods  have  been  devised 
to  operate  the  reversing  gear  by  steam  power. 

A  very  largely  used  type  of  steam  reversing  gear  is 
shown  in  Fig.  287,  attached  to  the  column  D  of  a  large 
compound  engine,  to  operate  a  Stephenson  link  motion. 
The  reach  rod  R  connects  the  link  L  to  the  bell  crank  B 
upon  the  tumbling  shaft  T  in  the  ordinary  manner  ;  to  one 
arm  of  the  bell  crank  B  is  pivoted  the  connecting  rod  of 
steam  cylinder  C,  the  valve  of  which  is  operated  by  means 
of  hand  lever  H,  turning  about  a  pin  on  stay  rod  A.  If 
the  lever  is  pushed  downward  it  will  raise  the  valve,  uncov- 
ering the  lower  steam  port  and  admitting  steam  below  the 
reversing  piston,  the  piston  being  forced  upward  by  steam 
pressure  will  turn  bell  crank  B,  and  by  means  of  reach  rod 
R  will  draw  the  link  over  to  the  left. 

But  while  the  bell  crank  is  rotating  it  also  forces  the  stay 
rod  A  downward,  one  end  being  connected  to  it,  and  thus 
closes  the  valve,  so  the  link  will  only  move  while  the  hand 
lever  is  rotated,  and  can  be  moved  slowly  or  fast  at  will, 
and  be  stopped  at  any  desired  position  by  locking  the  pin 
upon  which  it  is  free  to  turn  near  the  handle  by  means  of 
the  thumb  screw,  to  the  quadrant. 

To  prevent  the  piston  of  the  reversing  engine  from  strik- 
ing the  cylinder  head,  cushion  springs  /  are  mounted  on  the 


New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 

ends  of  the  guide  G,  against  which  the  crosshead  F  strikes, 
thus  cushioning  its  motion. 

There  are  several  other  types  of  steam  reversing  gear, 
some  consisting  of  a  small  steam  engine  turning  a  worm 
wheel  shaft. 

Some  reversing  gears  are  provided  with  an  oil  cylinder, 
in  which  a  piston  operates,  the  oil  acting  as  a  cushion,  and 
also  locking  the  piston  in  its  position.  The  valve  of  this 
cylinder  is  also  operated  by  lever  and  bell  crank. 


Fig.  288.         THROTTUC  VAI»VBS.          Fig.  289. 

The  throttle  valve  of  a  marine  engine  is  an  important 
adjunct.  It  must  be  quick  to  operate,  consequently  the 
ordinary  globe  valve  with  the  screwed  spindle  is  unsuitable. 

In  Fig.  288  is  shown  a  throttle  valve  for  small  engines. 
It  is  operated  by  a  hand  lever,  the  disc  sliding  on  the  seat. 
The  valve  shown  in  Fig.  289  is  often  used  for  medium 
sized  engines,  the  construction  of  it  is  plainly  illustrated. 
Both  these  valves  are  manufactured  by  the  Lunkenheimer 
Co.  of  Cincinnati,  O. 

It  is  not  always  necessarily  a  gate  valve,  for  there  are 
many  quick  opening  devices  used  for  throttling.  A  largely 

NOTE. — The  throttle  valves  of  very  large  engines  are  operated  by 
steam,  as  the  enormous  size  of  the  valve  would  make  hand  operation 
impossible.  The  mechanism  to  operate  such  valves  works  on  the  same 
principle  as  the  steam  reversing  gear. 


New  Catechism  of  the  Steam  Engine.      417 

THE  MARINE  ENGINE. 

used  throttling  device,  is  similar  to  the  air  by-pass  on  boiler 
furnace  doors,  which  only  needs  a  fraction  of  a  turn  to 
open  or  close  it.  A  double  beat  valve  is  often  used  in 
connection  with  steam  operation,  on  account  of  being 
balanced. 

In  Fig.  290  is  illustrated  the  crank  shaft  of  a  triple  ex- 
pansion marine  engine.  The  shaft  consists  of  three  sec- 
tions, each  forged  in  one  solid  piece  with  the  crank. 

All  marine  engines  previously  described,  are  the  propell- 
ing power  of  the  ship,  but  there  are  also  engines  for  hand- 
ling the  cargo,  steering,  and  on  some  steamers  electric  light 
engines,  as  well  as  refrigerating  machines. 


Fig.  290.    CRANK  SHAFT. 

The  electric  light  engines  and  those  used  to  drive  the 
refrigerating  machines,  do  not  differ  from  the  common  sta- 
tionary engines,  but  as  small  floor  space  and  lightness  of 
the  engines  is  a  very  important  factor  on  shipboard,  the 
long  stroke,  slow  speed  engine  is  entirely  out  of  question. 

Fig.  291  represents  a  towing  machine;  these  are  used 
on  board  of  steam  barges,  and  seagoing  tugboats.  If  the 
boat  has  a  vessel  in  tow,  the  hawser  is  wound  partly  upon 
the  drum,  and  if  subjected  to  sudden  strains,  as  in  a  heavy 
sea,  the  drum  will  commence  to  revolve,  paying  out  the 
hawser,  and  thus  releasing  it  of  part  of  its  strain. 

The  revolving  of  the  drum,  by  means  of  bevelgearing, 
see  Fig.  291,  further  opens  the  regulating  valve,  admitting 
more  steam  to  the  cylinders,  until  the  steam  pressure  upon 
the  pistons  balances  the  strain  upon  the  hawser. 


41 8      New  Catechism  of  *  he  Steam  Engine. 


THE  MARINE  ENGINE. 

As  soon  as  the  hawser  begins  to  slack  up  again,  the  en- 
gine  will  begin  to  revolve,  hauling  in  the  amount  of  hawser, 
paid  out  before. 

Fig.  292  shows  a  steam  steering  engine.  The  pilot  wheel 
is  connected  with  the  regulating  valve  of  the  engine  by 
meaxis  of  a  sprocket  chain  and  screw. 


Fig.  291.    STEAM  TOWING  MACHINE. 

When  the  pilot  wheel  is  revolved,  the  screw,  also  being 
revolved,  will  draw  or  push  the  regulating  valve,  to  open  a 
port,  which  will  admit  steam  to  run  the  engine  in  the  direc- 
tion necessary  to  turn  the  rudder  the  way  desired,  but  the 
nut  in  which  the  screw  works,  is  attached  to  the  drum 
shaft,  which  transmits  the  motion  of  the  engine  by  cable 
or  chain  to  the  rudder,  and  when  the  drum  revolves,  thus 
also  turning  the  nut,  the  screw,  which  is  attached  to  th» 


New  Catechism  of  the  Steam  Engine.      419 


THE  MARINE  ENGINE. 

stem  of  the  regulating  valve  is  forced  in  the  opposite  direc- 
tion, thus  shutting  off  the  steam. 

It  will  be  understood,  that  the  engine  only  revolves, 
while  the  wheel  is  turned,  thus  the  rudder  can  be  turned 


Fig.  292.    STEAM  STEERING  ENGINE. 

any  desired  amount.  The  action  of  the  steering  engine, 
with  its  mechanism  is  somewhat  similar  to  the  steam  re- 
versing gear. 

The  gear  connection  between  the  pilot  wheel  and  the 
drum  shaft,  shown  in  Fig.  292  is  for  the  purpose  of  operat- 
ing  the  rudder  directly  by  the  pilot  wheel  if  desired. 


420      New  Catechism  of  the  Steam  Engine. 


THE  MARINE  ENGINE. 

Steam  winches  do  not  differ  much  from  the  stationary 
and  portable  second  motion  hoisting  engines. 

Besides  the  engines,  there  are  numerous  steam  pumps 
on  board  of  ship,  each  of  which  serves  for  a  special  pur« 
pose.  These  pumps  are : 

1.  The  air  pump,  for  removing  the  water  of  condensa- 
tion and  air  from  the  condenser,  see  condensers,  page  360. 
Fig.  253. 

2.  The     circulating 
pump,   to    supply    the 
condenser  with  cooling 
water,  which  after  pass- 
ing through  the  tubes  in 
the    condenser    is    dis- 
charged at  the  side  of 
the    vessel.      For    this 
purpose  often  centrifu- 
gal pumps  are  used,  run 
by  a  high  speed  engine. 

3.  The  boiler  feed  pumps,  for  supplying  the  boilers. 

4.  The  bilge  pumps,  for  discharging  the  water,  which 
accumulates  in  the  hold  of  the  vessel,  by  leakage,  through 
the  stern  tube,  or  from  pipes,  used  to  cool  a  hot  bearing. 

5.  The  donkey  pumps,  used  to  discharge  different  com 
partments,  if  the  vessel  should  spring  "  aleak." 

6.  The  fire  pump,  to  be  used  in  case  of  fire. 

7.  Tho  sanitary  pump,  which  supplies  water  to  the  dif 
ferent  sanitariums. 


Fig.  293.    STEAM  WINCH. 


Fig.  294.    STEAM  WINCH. 


New  Catechism  of  the  Steam  Engine.      421 


THE  TURBINIA  STEAMSHIP. 

The  subject  of  the  steam  turbine  has  been  elsewhere 
treated  upon,  but  as  applied  to  marine  propulsion  the 
claimed  merits  of  the  system  may  be  thus  summarized : 
(i)  Greatly  increased  speed,  owing  to  diminution  of  weight 
and  smaller  steam  consumption ;  (2)  increased  carrying 
power  of  vessel;  (3)  increased  economy  in  coal  consump- 
tion ;  (4)  increased  facilities  for  navigating  shallow  waters ; 
(5)  increased  stability  of  vessel ;  (6)  reduced  weight  .of 
machinery ;  (7)  reduced  cost  of  attendance  on  machinery ; 
(8)  reduced  size  and  weight  of  screw  propellers  and  shaft- 
ing; (9)  absence  of  vibration  ;  (10)  lowered  center  of  grav- 
ity of  machinery,  and  reduced  risk  in  time  of  war. 

The  first  ship  fitted  with  turbine  engines  has  been  the 
Turbinia.  She  is  100  ft.  in  length,  9  ft,  beam,  3  ft.  draught 
amidships,  and  44^  tons  displacement.  She  has  three 
screw  shafts,  each  directly  driven  by  a  compound  steam 
turbine  of  the  parallel  flow  type.  The  three  turbines  are 
in  series,  and  the  steam  is  expanded — at  full  power — from  a 
pressure  of  170  Ib.  absolute,  at  which  it  reaches  the  motor, 
to  a  pressure  of  I  Ib.  absolute,  at  which  it  is  condensed. 

The  shafts  are  slightly  inclined,  and  each  carries  three 
screws,  making  nine  in  all.  The  screws  have  a  diameter 
of  1 8  in.,  and  when  running  at  full  speed  they  make  2,200 
revolutions  per  minute.  Steam  is  supplied  from  a  water 
tube  boiler,  and  the  draught  is  forced  by  a  fan,  mounted 
on  a  prolongation  of  the  low  pressure  motor  shaft,  the  ad- 
vantage of  this  arrangement  being  that  the  draught  is  in- 
creased as  the  demand  for  steam  increases,  and  also  that 
the  power  to  drive  the  fan  is  obtained  directly  from  the 
main  engines. 

Up  to  the  present  the  maximum  mean  speed  attained 
has  been  32^  knots  per  hour  as  the  mean  of  two  conse- 
cutive runs  on  the  measured  mile ;  the  indicated  horse 
power  realized  is  2,100,  and  the  consumption  of  feed  water 


422      New  Catechism  of  the  Steam  Engine. 


THE  TURBINIA  STEAMSHIP. 


per  indicated  horse  power  hour  14%  lb.,  and  the  speed  the 
fastest  of  any  vessel  irrespective  of  size.  The  weight  of 
the  main  engines  is  3  tons  13  cwt.  Total  weight  of  ma- 
chinery, including  turbines  and  auxiliary  engines,  condenser 
and  boiler,  the  propellers  and  shafts,  the  tanks  and  the 
water  in  boiler  and  hot  well,  22  tons.  Thus  nearly  100 
horse  power  is  developed  per  ton  of  machinery,  and  nearly 
50  horse  power  per  ton  of  displacement  of  boat. 


ENGINES  OP  THE  S.  S.  "CAMPANIA." 

As  an  example,  Figs.  295  and  296,  of  modern  marine  en 
gineering,  the  engines  of  the  Cunard  line  steamship  "  Cam- 
pania  "  are  given.  The  dimensions  of  the  "  Campania  "  are 
as  follows :  Length  over  all  620  feet,  breadth  65  feet,  depth 
43  feet,  with  a  draft  of  26  feet.  The  gross  tonnage  is  13,000. 

The  ship  is  fitted  with  two  triple  expansion  engines  of 
15,000  horse  power  each,  and  by  their  aid  has  made  a  speed 
of  upwards  of  27  miles  an  hour. 

The  dimensions  of  the  engines  are  as  follows:  two  high 
pressure  cylinders  of  37  inches  diameter  each,  one  inter 
mediate  79  inches,  and  two  low  pressure  98  inches  dia- 
meter, with  a  common  stroke  of  69  inches.  The  two  high 
pressure  cylinders  are  mounted  on  top  of  the  two  low  pres- 
sure cylinders  at  each  end  of  the  engine,  the  intermediate 
being  in  the  middle. 

The  high  pressure  cylinders  have  piston  valves,  and  the 
intermediate  and  low  pressure  cylinders  have  double  ported 
slide  valves. 

The  engines  are  provided  with  combined  steam  and 
hydraulic  starting  and  reversing  gear,  and  also  with  an 
emergency  governing  gear  for  automatically  stopping  the 
engines  in  case  they  exceed  a  certain  speed. 

The  height  from  base  of  the  engine  to  top  of  cylinders 
is  47  feet. 


New  Catechism  of  the  Steam  Engine.       423 


MARINE  ENGINES. 


fig-  295-    ENGINES  OF  THE  "CAMPANIA." 
Rear  view  two  engines  placed  end  to  end. 


424      New  Catechism  of  the  Steam  Engine. 


Fig.  296,    ENGINES  OF  THE  "CAMPANIA."    Front  View. 


New  Catechism  of  the  Steam  Engine.       425 

THE    ARITHMETIC    OF    THE    STEAM 
ENGINE. 

The  figures  for  the  strength  of  the  materials  going  into 
the  construction  of  the  engine  are  made  with  the  utmost 
nicety  in  the  designer's  plans,  but  these  are  not  necessary 
to  be  known  generally,  but,  the  power  developed  under 
varying  conditions  by  an  engine  is  a  subject,  often,  of  daily 
computation  and  it  is  of  importance  that  the  subject  should 
be  carefully  studied.  There  are  four  factors  which  determ- 
ine the  power  of  an  engine,  viz.: 

(a)  The  mean  effective  pressure  on  the  piston 

(b)  The  length  of  the  stroke 

(c)  The  area  of  the  piston. 

(d)  The  speed. 

In  other  words,  an  engine  of  a  given  diameter  and  length 
of  stroke,  acting  under  a  given  mean  effective  pressure, 
will  develop  power  in  proportion  to  its  speed,  and  if  the 
speed  is  doubled,  its  power  will  also  be  doubled,  and  so  to 
obtain  a  given  power  under  a  given  mean  effective  pressure 
we  need  make  an  engine  only  half  as  large  if  we  double  its 
speed. 

A  horse  power  is  equal  to  a  weight  of  33,000  pounds 
lilted  one  foot  in  one  minute.  Therefore,  if  an  engine  is 
said  to  have  one  horse  power,  it  is  capable  of  lifting  33,000 
pounds  one  foot  in  one  minute,  or  one  pound  33,000  feet 
in  a  minute.  Thus  the  power  of  an  engine  depends  upon 
the  amount  of  weight  it  can  lift  in  a  certain  time. 

The  force,  which  enables  an  engine  to  raise  a  weight,  or 
work  against  the  frictionless  resistance  of  machinery,  is 
exerted  upon  the  piston,  by  the  pressure  of  the  steam. 

NOTE. — Some  persons  figure  without  thinking,  i.  e.,  thejr  use  formu- 
las and  rules  without  understanding  the  principles  upon  which  they  are 
used.  This  should  not  be  encouraged,  as  the  results  are  often  danger- 
ously misleading,  and  sometimes  ludicrous,  as  in  the  case  of  the  very 
young  "graduate"  who  figured  by  an  accepted  formula  that  it  would 
require  (among  other  materials)  two  tons  of  putty  to  fasten  in  their 
sashes  a  few  windows  in  au  office  extension  for  which  the  superintend- 
ent Ha4  asked  the  young  "  chappie  "  to  make  up  an  estimate. 


New  Catechism  of  the  Steam  Engine. 


ARITHMETIC  OF  THE  STEAM  ENGINE. 

The  space,  through  which  this  force  acts,  is  the  piston 
speed  at  which  the  engine  is  running. 

And  for  the  time  is  taken  a  unit,  through  which  a  certain 
amount  of  piston  travel  has  acted. 

Thus  the  pressure  upon  the  piston,  multiplied  by  the 
piston  speed  in  a  certain  time,  for  which  the  minute  has 
been  accepted,  gives  the  power  upon  the  piston,  and  divid- 
ing this  product  by  33,000,  gives  the  horse  power. 

The  pressure  upon  the  piston  is  equal  to  the  steam  press- 
ure, multiplied  by  the  piston  area,  whic)  is  the  square  of 
piston  diameter  multiplied  by  .7854. 

The  piston  speed  per  minute  is  equal  to  the  number  of 
revolutions,  multiplied  by  twice  the  length  of  the  stroke. 

The  steam  pressure,  however,  varies  for  different  points 
of  the  stroke,  as  has  been  explained  before,  thus  the  mean 
average  pressure  must  be  used,  instead  of  the  whole  boiler 
pressure. 

Thus  the  norse  power  is  figured  by  the  following  rule : 

Multiply  the  square  of  the  piston  diameter  by  .7854,  and 
the  mean  effective  pressure. 

The  product  multiply  by  twice  the  number  of  revolutions 
per  minute,  times  the  stroke  in  feet.  Divide  this  product 
by  33,000,  and  the  result  will  be  the  horse  power. 

For  a  compound  engine,  figure  the  high  pressure  and  low 
pressure  separate  by  the  above  rule,  and  add  the  results. 

If  the  engine  is  a  single  cylinder,  single  acting  engine, 
the  piston  stroke  should  be  multiplied  by  the  number  of 
revolutions  only,  instead  of  the  number  of  revolutions  mul- 
tiplied by  2,  as  the  piston  only  makes  one  power  stroke  foi 
each  revolution. 

NOTE. — There  is  a  good  deal  of  difference  between  a  horse  powef 
and  the  power  of  a  horse.  The  steam  engine  will,  for  each  horse  power, 
lift  33,000  pounds  one  foot  high  each  minute  of  the  24  hours  of  the  day. 
It  is  a  good  horse  that  can  do  it  day  by  day  fov  eight  of  the  24  hours. 
If  the  arrangement  could  be  such  that  the  power  of  the  horses  exerted 
on  shore  could  be  utilized  in  propelling  one  of  the  steamships  from  New 
York  to  Liverpool,  75,000  instead  of  25,000  horses  would  be  required  for 
the  purposei  and  the  "  motive  power  "  would  weigh  75,000,000  pounds. 


New  Catechism  of  the  Steam  Engine.      427 

ARITHMETIC  OF  THE  STEAM  ENGINE. 

The  following  example  shows  method  of  computing  the 
power  of  a  16  x  42  engine,  with  84  revolutions  per  minute 
and  mean  average  pressure  40  pounds : 

Cylinder  diameter  —  16  inches. 

Length  of  stroke  =  42  inches. 

Number  of  revolutions,  84 

Mean  effective  pressure  by  diagram  =  40  pounds. 

16 
16 

piston  area,  leaving  off 
the  two  last  decimals,     201.06 

40 

804240 

which  Is  the  total  pressure  upon 
the  piston 


201.0624 

42  ins.  —  3  ft  6  In.  X  2  —  7  ft. 
84 

jr 

588  feet  of  piston  speed  per  minute. 


643392 
643392 
402120 

33000)472893 1.2(—  143.3  Horsepower. 


428      New  Catechism  of  the  Steam  Engine. 


IPS. 

If  the  "  striking  points  "  on  the  cylinder  heads  are  not 
known  to  the  engineer  in  charge  then  they  should  be 
learned  and  be  marked  on  the  guides  so  that  it  can  be 
clearly  seen  at  all  times  that  the  piston  has  sufficient 
clearance  at  the  end  of  stroke — which  clearance,  other 
conditions  being  favorable,  should  be  kept  equal  at  each 
end.  If  clearances  have  to  be  made  slightly  different 
to  regulate  travel  of  rings  over  counterbore,  it  is  of  slight 
importance. 

If  engineers  desire  to  get  considerable  useful  information 
regarding  the  particular  kind  of  engine  they  have  in 
charge,  and  on  other  things  which  will  be  of  benefit  to 
them,  they  should  write  to  the  manufacturers  of  the 
engine,  who  nearly  all  have  printed  matter  describing 
their  engines  in  every  detail,  and  some  of  them  issue 
valuable  pamphlets  giving  directions  for  setting  up  and 
operating  the  engines.  In  response  to  a  polite  request, 
stating  the  circumstances,  they  will  receive  the  matter 
without  cost  and  will  be  well  repaid  by  the  information 
they  obtain  from  the  same. 

If  the  steam  escapes  from  the  plant  by  leakage,  either 
•from  the  boilers  themselves,  the  piping  or  stop  valves, 
or  by  passage  through  leaking  valves  and  pistons  in  the 
engine  cylinders,  then  the  consumption  of  coal  is  greater 

NOTE. — It  would  well  repay  the  engineer  in  charge  of  a  power  plant, 
it  a  thorough  examination  was  made  for  leakage  at  regular  intervals  of 
say  once  a  month.  It  is  an  easy  matter  to  determine  the  amount  oi 
leakage  from  the  boilers  and  steam  piping  by  observing  the  fall  of  water 
in  the  gauge  glasses  when  the  engine  is  stopped,  and  the  usual  steam 
pressure  maintained.  If  there  is  no  loss  the  full  height  of  water  should 
be  maintained  continuously  or  with  practically  no  reduction.  On  the 
same  occasion  the  valves  and  pistons  of  the  engines  should  also  be 
examined  for  leakage,  which  can  easily  be  tried  by  the  indicator  cock 
test  so  far  as  this  applies,  and  by  the  time  method  when  the  other  is 
unavailable.  With  systematic  attention  to  these  matters  loss  of  steam 
by  leakage  could  not  go  unawares  for  a  great  length  of  time,  and  when 
found  the  proper  remedy  could  be  applied  for  its  prevention. 


New  Catechism  of  the  Steam  Engine.       429 

A  CHAPTER  OF  "Irs." 

than  it  should  be.  Waste  of  steam  by  leakage  may  be 
expected  in  all  steam  plants,  but  it  is  too  apt  to  be 
excessive  when  it  should  be  trifling. 

If  for  any  unusual  cause  "  the  plant  "  needs  beautifying  a 
very  neat  effect  is  produced  by  bronzing  the  flanges  of 
fittings  after  they  have  been  painted  black.  For  a  few 
cents  enough  bronze  powder  and  sizing  can  be  purchased 
at  most  any  paint  shop — sufficient  for  "  decorating  " 
several  hundred  fittings. 

If  an  engine  is  to  be  overhauled  sufficient  time  should  be 
allowed  to  make  it  practically  as  good  as  new.  To  do 
this  very  thorough  inspection  is  required  of  every  detail ; 
simply  raising  a  shaft  that  is  known  to  be  low,  shimming 
up  rods  that  are  too  short  from  constant  keying,  tight- 
ening piston  rings  without  knowing  whether  they 
require  it  or  not,  and,  in  a  word,  superficially  tinkering 
with  this,  that,  or  the  other  member,  is  of  no  benefit 
and  it  is  only  a  waste  of  time  to  undertake  it.  It  really 
requires  a  skilled  mechanic  to  do  this  work  properly, 
one  who  is  familiar  with  machine  work  and  knows  where 
to  look  for  defects  and  the  relation  that  one  defect  has 
to  the  whole  machine. 

If  the  cylinder  head  leaks  steam  and  needs  packing  anew 
the  thinner  the  packing  used  the  tighter  the  joint. 
Thick  packing  is  more  liable  to  blow  out  and  the  addi- 
tional thickness  unnecessarily  increases  the  clearance  in 
the  cylinder. 

If  the  stuffing  boxes  have  to  be  repacked  none  of  the  old 
packing  should  be  used,  as  it  has  lost  its  elasticity  and 
other  merits. 

If  the  sight  feed  glass  in  the  lubricator  fills  with  oil  and  it 
is  so  constructed  that  it  cannot  be  cleaned  out — now,  if 
the  oil  is  removed  from  the  body  of  the  cup  and  it  is 
filled  with  water  and  started  up  in  the  usual  way,  the 
water  will  float  the  oil  out  without  further  trouble. 


To  Hawkins*  New  Catechism  of  the  Steam  Engint. 


Adjusting  speed  of  engine,  51. 
Advantages  of  high  speed  engine, 
24. 

Vertical  engines,  24. 
Air  Brake,  Westinghouse,  269. 
Air  Compressor,  Riedler,  372-378. 

Rand,  371,  374,  376,  377. 
Air  Compression,Theory  of,  380-381. 
Air  and  Gas  Compressing  Engines, 

371-381. 

Air  Pump,  360,  365. 
Ajax  Engine,  132-134. 
Allis'  Blowing  Engine,  835,  836. 

Hoisting  Engine,  332,  333. 

Pumping  Engine,  253-257. 
American  Fire  Engine,  338,  343. 

Rotary  Fire  Engine,  342,  347. 
Ames  Engine,  154-159. 
Angularity  of  Connecting  Rod,  74. 
Arithmetic  of  Steam  Engine,  425. 
Armington  &  Sims  Engine,  160-162. 
Automatic   Engine,  Operation    of, 
23. 

Governor  Stop,  193,  197. 
Automatic,  Meaning  of,  22. 
Backus  Gas  Engine,  317,  318. 
Baldwin,  Matthias  W.,  3. 
Baldwin  Locomotive,  275-280. 

Ten  Wheel  Freight  Locomotive, 

279. 

Ball  Engine,  145-150. 
Bates  Corliss  Engine,  193-197. 
Bay  State  Engine,  76,  77. 
Beam  Engine,  389,  391,  392. 
Bearing  Thrust,  399. 
Blowing  Engines,  335-337. 

Alhs',  335. 

Chalmers,  887. 


Brake  of  Locomotive,  265. 

Westinghouse  Air,  269. 
Branca  Engine,  26,  27. 
Brooks  Compound  Locomotive,  264. 

Eight  Wheel  Locomotive,  260, 261. 

Twelve  Wheel  Locomotive,  262 
263. 

Buckeye  Engine,  83. 

Governor,  85. 
Buffalo  Engine,  90-95. 
Calumet-Hecla,  Mine  Pumping  En. 
gine,  232. 

Care  and  Management  of  the  Steam 

Engine,  50. 

Chapter  of  "Ifs,"  428. 
Classification  of  Engines,  23. 
Coal  Consumed  per  Horse  Power,  19. 
Compensating  Cylinder,  237. 

Compounding,  382-386. 

Cross,  386. 

Tandem,  385. 
Compound  Locomotive,  Brooks,  264. 

Richmond  System,  281. 

Schenectady  Passenger,  272. 
Compound,  Vauclain  System,  276. 
Compressed  Air  Locomotive,  378. 

Condenser,  356-369. 
Conover,  362. 
Deane,  367. 
Economy  of,  362. 
Jet,  359. 

Relief  Valve,  63. 
Reynolds,  868. 
Surface,  857. 
Theory  of,  807. 


,431 


432 


Hawkins'  New  Catechism  of  the  Steam  Engine. 


Connecting  Rod,  42,  43. 

Angularity  of,  74. 

Bates  Corliss,  197. 

Ends,  181. 

Conover  Condenser,  362,  364-367. 
Cooper  Corliss  Engine,  214-216. 

Governor,  168,  169. 

Valves,  165-167. 

Valve  Gear,  169-174. 

Corliss,  Geo.  H.,  164,  170. 
Cornish  Pumping  Engine,  223. 
Correctly  Set  Slide  Valve,  78. 
Crab  Claw  Releasing  Gear,  172. 
Crank  Shaft  and  Connecting  rod  of 
Ames  Engine,  158, 159. 

Marine,  417. 
Cross  Compound  Engine,  386. 

Fitchburg  Engine,  122. 

Philadelphia  Corliss  Engine,  189. 
Crosshead,  42,  43. 

Bates-Corliss,  197. 

Hewes  &    Phillips   Corliss   En- 
gine,  220. 

St.  Louis  Corliss  Engine,  202, 203. 
Cycle,  Meaning  of,  20. 
Cylinder,  89,  40. 

Compensating,  Worthington,  237. 

Dash  Pot  of  Hewes  &  Phillips  Cor- 

liss  Engine,  219. 

Of  Watt's  Campbell  Corliss  En- 
gine, 207,  210,  211. 

Deane  Condenser,  356,  367,  369. 
Pumping  Engine,  229,  240-243. 
Vertical  High  Duty  Pumping  En- 
gine, 229. 

Dedication,  5. 

De  Lamater-Ericsson  Hot  Air  Pump- 
ing Engine,  319-321. 

De  Lamater-Ryder  Hot  Air  Engine, 
322-324. 

Dickson  Hoisting  Engine,  334. 

Directions  for  Setting  Corliss  Valves, 
175, 


Double  Cylinder  Double  Drum  Hoist- 
ing Engine,  326-329. 

Double  Cylinder  Patent  Single  Drum 
Hoisting  Engine,  328,  329. 

Double  Drum  Reversible  Hoisting 
Engine,  330,  331. 

Duty  of  Engine,  62. 

Duties  on  First  Taking  Charge  of 
Steam  Engine,  57. 

Eccentric,  44,  45. 

Eclipse-Corliss  Engine,  205,  206. 

Economy  of  Condenser,  362,  363. 

Efficiency  of  Steam  Engine,  Defini- 
tion, 20. 

Engines,  Air  and  Gas  Compressing. 
371-381. 

Engine,  Ajax,  183. 

Ames,  154. 

Ball,  145. 

Bates-Corliss,  193. 

Beam,  389,  391.  892. 

Blowing,  335. 

Branca,  26,  27. 

Brown,  74. 

Buckeye,  83. 

Buffalo,  90. 

Care  and  Management  of,  50. 

Classification  of,  23. 

Cooper-Corliss,  214. 

Corliss,  165,  180,  181. 

Crosshead,  42,  43. 

Eclipse-Corliss,  205. 
Engine,  Fire,  338. 

Fitchburg,  116. 

Fore  and  Aft  Compound,  406, 407 

Foundations,  31-38. 

Four  Valve,  22. 

Fraser  &  Chalmers  Corliss,  221. 
Engine,  Gas,  287. 

Governor,  45-47. 

Hewes  &  Phillips  Corliss,  217. 

Hoisting,  325. 

Hot  Air,  819. 

Ideal,  104. 


Index. 


433 


Engine,  Lake  Erie,  150. 
Lining  Up,  63. 
Left  Hand,  21. 
Locomotive,  17. 
Marine,  17,  387^24. 
Materials  and  Workmanship  of, 

49. 

Mclntosh  &  Seymour,  96. 
Metropolitan,  142. 
Naphtha,  308. 
Newcomens,  27,  28. 
Of  S.  S.  Campania,  422-424, 
Oil,  310. 
Oscillating,  394-396. 

Engine  Parts  of,  39-47. 
Philadelphia-Corliss,  183. 
Piping  of,  48. 
Porter-Allen,  124. 
Pumping,  230. 
Rotating  of,  20. 
Reciprocating  Parts  of,  23. 
Racine,  115. 
Reynolds-Corliss,  224. 
Right  Hand,  21. 
Rotary,  22. 
Single  Acting,  22. 
Single  Marine,  400. 
Single  Valve,  22. 
Stationary,  17. 

Engine,  Steam,  17. 

Steam  Steering,  419. 

Steeple  Compound,  401,  403. 

Stern  Wheel,  397,  398. 

St.  Louis  Corliss,  198. 

Triple  Expansion,  411-413. 

Watts,  29. 

Watts-Campbell  Corliss,  207. 

Wells  Balanced,  402-405. 

Westinghouse,  110. 

Whitehill  Corliss,  190. 

Williams',  135. 
Engine  Works  (Illustration),  1. 


Example  for  Figuring  Horse  Power, 

427. 

Fire  Engines,  338,  352. 
American,  338. 
American  Rotary,  342. 
Instructions  for  Care  and  Man- 
agement, 351. 
La  France,  346. 

First  Motion  Hoisting  System,  331. 
Fitchburg  Engine,  116-123. 
Flooding  of  Cylinder  by  Condenser, 

60. 

Foos  Gas  Engine,  294-303. 
Foot  Pound,  20. 
Fore  and  Aft  Compound  Engine,  406, 

407. 
Foundations  of  Engines,  31-38. 

Temporary  35,  37,  38. 
Four  Valve  Engine,  22. 
Fraser  &  Chalmers  Blowing  Engine, 

335-337. 
Corliss  Engine,  221-223. 

Gas  Engine,  287-290. 

Backus,  317. 

Foos,  294. 

New  Era,  305. 

Otto,  291. 

Westinghouse,  318. 

With  Gould  Pump,  304. 
Gordon's    Improved    Corliss  Valve 

Gear,  188. 

Gould  Pump  and  Gas  Engine,  304. 
Governor,  45^7. 

Adjustment  of  Ideal  Engine,  108, 
109. 

Ames  Engine,  155,  156. 

Armington  &  Sims  Engine,  160- 
162. 

Ball  Engine,  150. 

Buckeye,  85. 

Corliss,  168,  169. 

Fitchburg  Engine,  119,  120,  122. 

Ideal  Engine,  107. 

Rites,  150,  160,  161. 


434 


Hawkins*  New  Catechism  of  the  Steam  Engine. 


Governor,  Lake  Erie  Engine,  152. 
Mclntosh    &    Seymour   Engine, 

100,  101. 

Porter- Allen,  130. 
Williams'  Engine,  141. 
Graphite  Lubrication,  52. 
Heat  Utilized  in  Useful  Wort,  19. 
Hewes  &  Phillips  Corliss  Engine, 

217,  218,  221. 

History  of  James  Watt,  29,  30. 
High  Speed  Engines,   Advantages 

of,  24. 
High  Speed  Single  Valve  Fitchburg 

Engine,  123. 

Hoisting  Engine,  325-334. 
Allis,  332. 
Dickson,  334. 
Double  Cylinder  Double  Drum, 

326. 
Double   Cylinder  Single    Drum, 

328. 

Double  Drum  Reversible,  330 
Portable,  325. 
Hoisting  System,  First  Motion,  331. 

Second  Motion,  333. 
Holly  Pumping  Engine,  244-248. 
Hornsby-Akroyd  Oil   Engine,  310- 

312. 

Horse  Power,  20. 
Hot  Air  Engine,  De  Lamater-Erics- 

son  Pumping,  319. 
De  Lamater-Ryder,  322. 
Ideal  Engines,  104-109. 
'•  Ifs,"  a  chapter  of,  428. 
Instructions  for  the  Care  of  Fire  En- 
gines, 351,  352. 
Intercepting  Valve,  Richmond  Io_ 

comotive,  282-285. 
Introduction,  14. 
Jet  Condenser,  359-361. 
Joy  Valve  Gear,  410-411. 
Keying  up   Crank  and  Wrist  Pin 

Brasses,  59. 

La  France  Fire  Engine,  346-350. 
Lake  Erie  Engine,  150-153, 


Lap  and  Lead,  Reasons  for,  60, 
Left-Hand  Engine,  21. 
Lining  Eccentric,  67. 

Crosshead  Guide,  66. 

Engine,  63. 

Engine  Shaft,  69. 

Horizontal  Engine,  63. 

Shafting,  73, 

Vertical  Engine,  68. 

Vertical  Marine  Engine,  70. 
Link  of  Porter-Allen  Engine,  125. 
Locomotive,  17,  259-286. 

Baldwin,  275. 

Baldwin  Ten-Wheel  Freight,  274. 

Brake,  265. 

Brooks  Compound,  264. 

Brooks  Eight-Wheel,  260. 

Brooks  Twelve-Wheel,  262. 

Compressed  Air,  378. 

"Old  Ironsides,"  273. 

Richmond,  280. 

Schenectady  Compound    Passen- 
ger, 272. 

Schenectady  Eight-Wheel,  268. 

Schenectady  Freight,  266. 

SchenectadyTank  Switching,  270. 
Loose  Eccentric  Reversing  Gear,  389. 
Loss  of  Vacuum,  61. 
Lubricating  Device  of  Ames  Engine, 

159. 

Lubrication,  Graphite,  52. 
Lubricators,  54. 
Main  Bearings  of  St.  Louis  Corliss 

Engine,  203,  204. 
Marine  Engine,  17,  387-422. 
Marine  Crank  Shaft,  417. 

Pumps,  420. 

Throttle  Valve,  416. 
Marshal  Valve  Gear,  407-409. 
Materials    and     Workmanship    of 

Steam  Engine,  49. 
Mclntosh     &     Seymour     Engine, 

96-103. 

Metropolitan  Engine,  142-144. 
Model  Power  Station,  38. 


Index. 


435 


Naphtha  Engine,  Simplex,  308. 
New  Era  Gas  Engine,  305-308. 
Newcomen  Engine,  27,  28. 

Pumping  Engine,  231. 
Oil  Device   on   Armington  &  Sims 
Engine,  161,  162. 

Buckeye  Engine,  89. 

Buffalo  Engine,  91-94. 
Oil  Engine,  Hornsby-Akroyd,  310. 
"Old  Ironsides,"  273. 
Opening  Injection  Valve  in  Starting 

Condensing  Engine,  61. 
Operation    of     Automatic    Cut-off 

Engine,  23. 

Oscillating  Engine,  394-396. 
Otto  Gas  Engine,  291-293, 
Packing  Joints,  50. 
Parts  of  Steam  Engines,  39-47. 

Of  Pumping  Engines,  230. 
Philadelphia  Corliss  Engine,    183- 

189. 

Piping  of  Engine,  48. 
Piston,  41. 

Of  Hewes  &  Phillips  Corliss  En- 
gine, 220. 

Of  Watts-Campbell   Corliss   En- 
gine, 212,  213. 

Portable  Hoisting  Engine,  325-327. 
Porter-Allen  Engine,  124-131. 
Preface,  10. 
Pumping  Engines,  233-257. 

Allis,  253. 

Cornish,  233. 

Calumet-Hecla  Mine,  232. 

Deane,  240. 

Deane  Vertical  High  Duty,  229. 

Holly,  244. 

Newcomen's,  231. 

Part  of,  230. 

Riedler,  249. 

Worthington  High  Duty,  234. 
Pumps,  Marine,  420. 
Questions  and  Answers,  17-24,  58- 
63. 

Relating  to  Steam  Engine,  58. 


Raabe,  Henry,     Acknowledgment, 

13. 
Racine  Engine,  114. 

Valve,  115. 
Racing  of  Engine,  58. 
Railway  Signals,  267. 
Rand  Air  Compressor,  371,  374,  376^ 

377. 

Rating  of  Engine,  20. 
Reciprocating  Parts  of  Engine,  23. 
Releasing    Mechanism    of    Corliss 

Valve  Gear,  173. 
Reversing  Gear,    Loose   Eccentric, 

389. 

Reverse  Valve,  62. 
Reynolds'  Condenser,  368,  369. 

Corliss  Engine,  224-228. 
Richmond  Locomotive,  280-286. 
Riedler  Air  Compressor,  372-378. 

Pumping  Engine,  249-252. 
Right-Hand  Engine,  21. 
Rites  Governor,  150, 160,  161. 
Road  Rollers,  353,  355. 

Rocker  Arm  Effect,  80. 
Rollers,  Steam  Road,  353. 
Rotary  Engine,  22. 
Rule  for  Setting  Engine  on  the  Cen- 
ter, 76. 

Setting  Corliss  Valves,  175. 
Setting  Valves  of  Beam  Engine, 

393,  395. 
Running  Over,  21. 

Under,  21. 
Safety  Stop,  Bates  Corliss  Engine, 

196. 

"Savannah"  Steamship,  390. 
Schenectady  Compound  Passenger 

Locomotive,  272,  273. 
Eight-Wheel  Locomotive,  268. 
Freight  Locomotive,  266. 
Tank  Switching  Locomotive,  270, 

271. 

Screw  Propeller,  398. 
Second  Motion  Hoisting  System,  333. 


436 


Hawkins9  New  Catechism  of  the  Steam  Engine. 


Self-Contained  Engine,  20. 

Separator,  Steam,  370. 

Setting  of  Corliss  Valves,  175,  179. 

Slide  Valve,  74. 

Valves  of  Beam  Engine,  393-395. 
Shafting,  Lining,  73. 
Signals,  Railway,  267. 
Simplex  Naphtha  Engine,  308-310. 
Single  Acting  Engine,  22. 

Marine  Engine,  400. 

Valve  Engine,  22, 
Slide  Valve  Correctly  Set,  78. 
Steam  Cylinder,  39,  40. 
Starting  Compound  Condensing  En- 
gine, 59. 

Stationary  Engine,  17. 
Steam  Cylinder  of  Porter- Allen,  126. 
Steam  Engine,  17. 
Steam  Piston,  41. 
Steam  Reversing  Gear,  414,  415. 
Steamship  "  Savannah,"  390. 

"  Turbinia,"  421. 

Steering  Engine,  419. 

Towing  Machine,  418. 
Steam  Turbine,         163. 
Steeple  Compound  Engine,  401,  403. 
Stephenson,  George,  Portrait  of,  258. 
Stem  Wheel  Engines,  397,  398. 

River  Steamer,  396. 
St.  Louis  Corliss  Engine,  198-204. 
Surface  Condenser,  357-359. 
Table,   Lap  and   Lead  of    Corliss 

Valves,  166. 

Tandem  Compound  Engine,  385. 
Theory  of  Air  Compression,  380, 381. 

Of  Condenser.  356,  357. 
Throttle  Valve,  Marine,  416. 
Thrust  Bearing,  399. 
Triple  Expansion  Engine,  151. 

Yacht  Engine,  411-413. 
"Turbinia"  Steamship, 421. 
Valve,  Ajax  Engine,  132,  134. 

Ames  Engine,  156,157,159. 

Armington  &  Sims  Engine,  160. 


Valve,  Ball  Engine,  146-148. 
Ideal  Engine,  105. 
Intercepting,  Richmond  Locomo- 
tive, 282. 

Lake  Erie  Engine,  151,152. 
Mclntosh   &    Seymour     Engine, 

Double  Piston,  103. 
Porter-Allen  Engine,  126-129. 
Racine  Engine,  69. 
Williams  Engine,  137,  139,  141. 

Valve  Gear,  Bates  Corliss  Engine, 

193-195. 

Brown  Engine,  75. 
Buffalo  Engine,  93. 
Fitchburg  Engine,  117-119 
Gordon's  Improved  Corliss,  188. 
Hewes  &  Phillips  Corliss  Engine, 

219. 

Joy,  410,  411. 
Marshal,  407-409. 
Mclntosh  &  Seymour  Engine,  98, 

99. 

Reynolds  Corliss  Engine,  228. 
St.  Louis  Corliss  Engine,  201. 
Watts-Campbell  Corliss  Engine, 

207,  209. 

Valve  Setting,  74. 

Valve  and  Valve  Chest,  40. 

Vauclain  Compound  System,  276- 

280. 

Vertical  Ball  Engine,  149. 
Vertical  Engines, Advantages  of,  24. 
Fitchburg  Engine,  121. 
Fraser  &  Chalmers   Corliss   En- 
gine, 223. 
Mclntosh  &  Seymour  Engine, 102, 

103. 
Philadelphia  Corliss  Engine,  186, 

187. 

Watt's  Engine,29. 
Watt,  James,  25. 

Watts-Campbell  Corliss  Engine,  207 
-213. 


Index. 


437 


Wells  Balanced  Engine,  402-405. 
Westinghouse  Air  Brake,  269,  271, 

273,  274. 

Westinghouse  Engine,  110-113. 
Westinghouse  Gas  Engine,  313-316, 


Whitehill  Corliss  Engine,  190-192. 
Williams  Engine,  135-141. 
Worthington  High  Duty  Pumping 
Engine,  234-289. 


Hawkins* 

Educational 
Works. 

LIST. 

I. 
Hawkins'  Self-Help  Mechanical  Drawing,  price  post-paid,    $2.00 

(For  Home  Study.) 
II. 

Hawkins*  New  Catechism  of  Electricity,  price  post-paid,      2.00 

111. 

Hawkins'  Aids  to  Engineers'  Examinations,  price  post- 
paid,  -  2.00 

(With  Questions  and  Answers.) 

IV. 
Hawkins*  Maxims  and  Instructions  for  the  Boiler  Room, 

price  post-paid, 2.00 

V. 

Hawkins*  Hand  Book  of  Calculations  for  Engineers,  price 

post-paid,     -        - 2.00 

VI. 
Hawkins*  New  Catechism  of  the  Steam  Engine,  price 

post-paid, -      2.00 

VII. 
Hawkins*  Indicator  Catechism  (a  practical  treatise) ,  price 

post-paid,      - 1.00 


Each  volume  is  provided  with  a  carefully  arranged  refer- 
ence index,  which  places  at  ready  command  the  information 
contained  in  the  book  upon  any  special  subject  upon  which 
immediate  help  is  needed. 


Hawkins'  Self-Help 

Mechanical  Drawing. 
Price,  $2. 


This  volume  contains  320  pages,  300  illustrations, 
diagrams  and  suggestive  sketches ;  it  is  attractively 
and  strongly  bound  in  green  cloth,  with  full-gold 
edges  and  titles,  making  a  handsome  book,  7x10 
inches,  for  the  library,  for  study  and  ready  reference. 

It  is  superfluous  for  the  publishers  to  say  aught 
concerning  the  importance  of  knowing  how  to  draw, 
and  the  utility  of  draughting  in  industrial  pursuits  ; 
but  the  fact  cannot  be  too  frequently  reiterated  that 
the  education  of  the  mechanic  is  incomplete  without 
a  knowledge  of  drawing. 


CONTENTS. 


The  work  has  been  carefully  arranged  according 
to  the  fundamental  principles  of  the  art  of  drawing, 
each  theme  being  separately  treated,  and  many 
examples  given  for  practice.  A  list  of  the  subjects 
are  given  below,  all  of  which  are  plainly  described 
and  illustrated. 

Chalk  Work. 

Preliminary  Terms  and  Definitions. 
Freehand  Drawing. 

Geometrical  Drawing. 

Drawing  Materials  and  Instruments* 

Mechanical  Drawing. 
Penciling. 
Projection. 

"  Inking  in  "  Drawings. 
Lettering  Drawings. 

Dimensioning  Drawings. 

Shading  Drawings. 
Section  Lining  and  Colors. 
Reproducing  Drawings. 
Drawing  Office  Rules. 
Gearing. 

Designing  Gears. 

Working  Drawings. 
Reading  Working  Drawings. 

Patent  Office  Rules  for  Drawings. 
Useful  Hints  and  Points. 
Linear  Perspective. 
Useful  Tables. 

Personal)  by  the  Editor. 

The  practical  instructions  given  in  this  volume 
are  in  helpful  language,  such  as  a  teacher  would  use, 
and  it  is  to.  be  hoped  that  the  book  will  serve,  at 
least,  as  a  stepping  stone  toward  a  thorough  mastery 
of  the  draughtsman's  art. 


New 
Catechism 

of 
Electricity. 

A 

Practical 

Treatise 

Price,  $2. 


This  volume  contains  550  pages  of  valuable  informa- 
tion, 300  diagrams  and  illustrations,  handsomely 
bound  in  heavy  red  leather,  with  gold  edges,  making 
a  handy  pocket  companion,  replete  with  invaluable 
knowledge;  size  4^  x  6y2  inches. 

This  book  has  been  issued  in  response  to  a  real 
demand  for  a  plain  and  practical  treatise  on  the  care 
and  management  of  electrical  plants  and  apparatus — 
a  book  to  aid  the  average  man,  rather  than  the  invent- 
or or  experimenter  in  this  all-alive  matter. 

Hence  the  work  will  be  found  to  be  most  complete 
in  this  particular  direction,  containing  all  the  (book) 
information  necessary  for  an  experienced  man  to  take 
charge  of  a  dynamo  or  plant  of  any  size. 

So  important  is  the  subject  matter  of  this  admirable 
work  that  there  is  only  one  tira~  *^  order  it  and  that  is 
NOW. 


CONTENTS. 


The  Dynamo;  Conductors  and  Non-Conductors; 
Symbols,  abbreviations  and  definitions  relating  to 
electricity;  Parts -of  the  Dynamo;  The  Motor;  The 
Care  and  Management  of  the  Dynamo  and  Motor. 

Electric  Lighting;  Wiring;  The  rules  and  require- 
ments of  the  National  Board  of  Underwriters  in  full; 
Electrical  Measurements. 

The  Electric  Railway;  Line  Work;  Instruction  and 
Cautions  for  Linemen  and  the  Dynamo  Room ;  Storage 
Batteries;  Care  and  Management  of  the  Street  Car 
Motor;  Electro  Plating. 

The  Telephone  and  Telegraph ;  The  Electric  Eleva- 
tor; Accidents  and  Emergencies,  etc.,  etc. 

The  full  one-third  part  of  the  whole  work  has  been 
devoted  to  the  explanation  and  illustrations  of  the 
dynamo,  and  particular  directions  relating  to  its  care 
and  management ; — all  the  directions  are  given  in  the 
simplest  and  most  kindly  way  to  assist  rather  than 
confuse  the  learner.  The  names  of  the  various  parts 
of  the  machine  are  also  given  with  pictorial  illustra- 
tions of  the  same. 

In  the  Catechism  no  less  than  25  full  page  illustra- 
tions have  been  given  of  the  various  dynamo  machines 
made  in  different  parts  of  the  country,  and  an  equal 
number  of  part  page  illustration* 


Questions 

and 
Answers 

for 

Engineers. 
Price,  $2. 


This  volume  has  over  2 DO  pages  of  practical  "pointers" 
showing  the  path  of  advancement,  so  much  desired  by  aspiring 
engineers  and  firemen.  It  is  printed  on  excellent  paper  and 
handsomely  bound  in  heavy  red  leather,  with  gold  title  and 
edges.  It  is  strongly  bound  for  continuous  study  ;  the  size  is 
o*7l/2. 

The  work  is  a  most  important  aid  to  all  engineers,  and 
is  undoubtedly  the  most  helpful  ever  issued  relating  to  a  safe 
and  sure  preparation  for  examination. 

It  presents  in  a  condensed  form  the  most  approved  prac- 
tice in  the  care  and  management  of  Steam  Boilers,  Engines, 
Pumps,  Electrical  and  Refrigerating  Machines. 

On  the  following  page  is  a  list  of  its  "  helpful "  contents. 


CONTENTS. 


This  book  embraces  information  not  elsewhere  obtainable. 

It  tells  exactly  what  an  engineer  will  have  to  go  through 
in  getting  a  license,  with  much  kindly  and  helpful  advice  to 
the  applicant  for  a  license. 

It  contains  the  annual  report  of  the  superintendents  01 
"Steam  Boiler  Inspection  and  Certification  of  Engineers"  foi 
the  cities  of  New  York  and  Brooklyn. 

It  contains  various  rules,  regulations  and  laws  of  cities 
for  the  examination  of  boilers  and  the  licensing  of  engineers. 

It  contains  the  laws  and  regulations  of  the  United  States 
for  the  examination  and  grading  of  all  marine  engineers. 

It  gives  a  short  chapter  on  the  "Key  to  Success"  in 
obtaining  knowledge  necessary  for  advancement  in  engineering. 
This  is  very  important. 

The  book  gives  the  underlying  principles  of  steam  engineer* 
ing  in  plain  language,  with  sample  questions  and  answers 
likely  to  be  asked  by  the  examiner. 

It  gives  a  few  plain  rules  of  arithmetic  with  examples  of 
how  to  work  the  problems  relating  to  the  safety  valve,  strength 
of  boilers  and  horse  power  of  the  Steam  Engine  and  Steam 
Boiler. 

The  main  subjects  treated,  upon  which  are  given  detailed 
information  with  questions  and  answers,  are  as  follows: — 
The  Steam  Boiler,  Boiler  Braces,  Incrustation  and  Scale, 
Firing  of  Steam  Boilers,  Water  Circulation  in  Boilers,  Con- 
struction and  Strength  of  Boilers,  The  Steam  Engine,  Engine 
and  Boiler  Fittings,  Pumps,  The  Injector,  Electricity  and 
Electric  Machines,  Steam  Heating,  Refrigeration.  Valve 
Setting,  etc.,  etc. 


Maxims 

and 
Instructions 

for  the 

Boiler  Room 

Price,  $2. 


This  is,  of  all  the  Hawkins  books,  perhaps  the 
most  useful  to  the  Engineer-in-charge,  to  the  Fireman, 
to  the  Steam  user  or  owner,  and  to  the  student  of 
Steam  Engineering. 

It  is  uniform  in  binding  and  size  with  "  Calcula- 
tions for  Engineers  "  and  the  "New  Catechism  of  the 
Steam  Engine";  the  size  is  6  x  8^  inches,  i^  inches 
thick;  weight  2  Ibs.  ;  it  is  bound  in  green  silk  cloth, 
gilt  top  and  titles  in  gold;  it  has  331  pages  with  185 
diagrams  and  illustrations. 

See  next  pag>»  for  further  particulars  relating  to 
the  practical  subjects  embraced  in  this  valuable 
volume. 


Materials;  Evaporation;  Fire  Irons  and  Tools; 
Firing  of  Steam  Boilers;  Points  relating  to  Fuels; 
Foaming;  Chapter  of  Don'ts;  Full  descriptions  of  the 
Locomotive,  Upright,  Water  Tube,  Horizontal,  and 
Marine  Steam  Boilers;  Parts  of  a  Boiler;  Various 
Specifications  for  Construction  of  a  Boiler;  Riveting; 
Bracing;  Various  Repairs;  Grate  Bars;  Boiler 
Cleaners;  Boiler  Scales;  Boiler  Tests;  Scumming 
Chemical  Terms;  Inspection  of  Boilers;  Mechanica 
Stokers;  Pumping  Machinery;  Feed  Water  Heaters; 
Steam  Heating;  Plumbing;  Safety  Valve  Rules. 

And  many  hundreds  of  other  valuable  pointers 
for  Steam  Users,  Superintendents,  Engineers,  etc. 

No  Engineer,  Fireman  or  Steam  User  can  afford 
to  be  without  this  valuable  book,  as  it  contains  the 
pith  and  vital  "  points  "  of  economical  and  safe  steam 
production. 

The  plan  followed  in  this  work  is  the  same  as 
that  so  generally  approved  in  "Calculations  ',  it 
proceeds  from  the  most  simple  rules  and  maxims  to 
the  highest  problems;  it  is  both  a  book  of  instruction 
and  reference.  The  carefully  prepared  Index  con- 
tains nearly  one  thousand  references,  thus  making  Jt 
almost  d  ^;~tionarv  of  terms. 


DBOO^i 
OF 
ECULATION 


lENGtNEERS! 


Hand  Book 

of 
Calculations 

for 
Engineers. 

Price  $2. 


The  work  comprises  the  elements  of  Arithmetic,  Mensura- 
tion, Geometry,  Mechanical  Philosophy,  with  copious  notes, 
explanations  and  help  rules  useful  to  an  Engineer, 

And  for  reference,  tables  of  squares  and  cubes,  square  and 
cube  roots,  circumference  and  areas  of  circles,  tables  of  weights 
of  metals  and  pipes,  tables  of  pressures  of  steam,  etc.,  etc. 

This  is  a  work  of  instruction  and  reference  relating  to  the 
steam  engine,  the  steam  boiler,  etc  ,  and  has  been  said  to  con- 
tain every  calculation,  rule  and  table  necessary  to  be  known  by 
the  Engineer,  Fireman  and  steam  user, 

It  is  thus  a  complete  course  in  Mathematics  for  the  Engineer 
and  steam  user;  all  calculations  are  in  plain  arithmetical 
figures,  so  the  average  man  need  not  be  confused  by  the  inser 
tion  of  the  terms,  symbols  and  characters  to  be  found  in  works 
of  "  higher  mathematics,"  so-called,  yet  the  book  is  a  complete 
treatise. 

It  is  bound  uniform  with  the  "  New  Catechism  of  the  Steam 
Engine"  and  the  "Instructions  for  the  Boiler  Room"  (size 
6  x  8^  inches,  weight  2  Ibs. ) ;  in  green  silk  cloth  ;  printed  on 
heavy,  fine  surface  paper ;  geld  titles,  gilt  top  ;  with  330  pages 
^nd  150  illustrations. 


CONTENTS. 


Mechanical  Powers;  Natural  or  Mechanical  Philos- 
ophy; Strength  of  Materials;  Mensuration;  Arith- 
metic ;  Description  of  Algebra  and  Geometry ;  Tables 
of  Weights,  Measures,  Strength  of  Rope  and  Chains, 
Pressures  of  Water,  Diameter  of  Pipes,  etc. ;  The 
Indicator,  How  to  Compute ;  The  Safety  Valve,  How 
to  Figure;  The  Steam  Boiler;  The  Steam  Pump; 
Horse  Powers,  How  to  Figure  for  Engines  and 
Boilers;  Steam,  What  It  Is,  etc.;  Index  and  Useful 
Definitions. 


"  I  am  pleased  with  the  work  ;  it  is  of 
value  to  me.  I  have  charge  of  a  Harris- 
Corliss  engine  doing  680  H.  P.  at  Slater's 
Cotton  Mills."— CYRUS  BUCKUN,  Paw- 
tucket,  R.  I. 

"  I  think  it  the  best  I  ever  saw,  and  I 
thank  the  day  I  saw  it  advertised." — 
JNO.  C.  ROBINSON,  Adams,  Mass. 

"  The  Hand  Book  is  worth  its  weight  in 
dollars  to  any  engineer  with  common 
sense."— J AS.  C.  TEMPLE,  Bng.,  Spring- 
field, 111. 


New 
Catechism 

of  the 

Steam 
Engine. 

Price,  $2. 


This  is  a  rarely  fine  book,  handsomely  bound  in 
green  silk  cloth,  gilt  top,  titles  in  gold;  440  pages; 
325  illustrations,  size  6x8^  inches,  i^  inches  thick; 
weight  2  Ibs,  It  is  bound  uniform  in  style  and  size 
with  the  "Hand  Book  of  Calculations"  and  "Maxims 
and  Instructions  for  the  Boiler  Room." 

This  will  prove  a  valuable  book  both  for  study  and 
reference,  being  finely  illustrated  and  indexed. 

This  work  is  gotten  up  to  fill  a  long-felt  need  for  a 
practical  book.  It  gives  directions  for  running  the 
various  types  of  steam  engines  that  are  to-day  in  the 
market  A  list  of  subjects  which  are  fully  yet  con- 
cisely discussed  are  found  on  the  next  page. 


CONTENTS. 


The  subject  matter  of  the  New  Catechism  of  the 
Steam  Engine  is  not  arranged  in  chapters,  but  accord- 
ing to  the  more  natural  order  best  designed  to  explain 
at  greater  or  less  length  the  different  themes  discussed. 
The  following  are  the  leading  divisions  of  the  480 
pages  of  the  book: 

Introduction;  The  Steam  Engine;  Historical  Facts 
Relating  to  the  Steam  Engine;  Engine  Foundations; 
The  Steam  Piston;  Connecting  Rods;  Eccentric; 
Governor ;  Materials  ;  Workmanship  ;  Care  and 
Management;  Lining  up  a  Horizontal  or  Vertical 
Engine;  Lining  Shafting;  Valve  Setting;  Condensers; 
Steam  Separators ;  Air,  Gas  and  Compressing  Engines ; 
Compounding;  Arithmetic  of  the  Steam  Engine; 
Theory  of  the  Steam  Engine;  Construction. 

There  is  also  a  description  of  numerous  types  of 
the  engines  now  in  operation,  such  as  the  Corliss, 
Westinghouse,  etc. 

The  book  also  treats  generously  upon  the  Marine, 
Locomotive  and  Gas  Engines. 


- "    >. 


Indicator 
Catechism 

a 

Practical 
Treatise. 
Price,  $1. 


This  is  a  new  book  on -an  important  subject.  It  is  designed 
to  thoroughly  instruct  the  buyer  upon  the  practical  use  of  the 
Indicator,  the  Planimeter,  the  Pantagraph,  Reducing  Motions, 
etc.  It  contains  nearly  200  pages  with  115  valuable  illustrations 
and  diagrams,  with  questions  and  answers. 

CONTENTS* — Preparing  Indicator  for  Use;  Reducing 
Motions  ;  Piping  up  Indicator  ;  Taking  Indicator  Cards  ;  The 
Diagram ;  Figuring  Steam  Consumption  by  the  Diagram ; 
Revolution  Counters ;  Examples  of  Diagrams ;  Description 
of  Indicators  ;  Measuring  Diagram  by  Ordinates  ;  Planimeters  ; 
Pantagraphs,  Tables,  e'tc. 

The  book  is  handsomely  bound  in  silk  (red)  cloth,  gilt  edges, 
gold  titles  ;  it  is  5^  *  %%  inches  and  weighs  1%  Ibs. 


UNIVERSITY  OF  CALIFORNIA  LIBRARY 
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